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Induction machines (IM) are considered work horse for industrial applications due to their rugged, reliable and inexpensive nature; however, their low power density restricts their use in volume and weight limited environments such as an aerospace, traction and propulsion applications. Given recent advancements in additive manufacturing technologies, this paper presents opportunity to improve power density of induction machines by taking advantage of higher slot fill factor (SFF) (defined as ratio of bare copper area to slot area) is explored. Increase in SFF is achieved by deposition of copper in much more compact way than conventional manufacturing methods of winding in electrical machines. Thus a design tradeoff study for an induction motor with improved SFF is essential to identify and highlight the potentials of IM for high power density applications and is elaborated in this paper.

This is a errata for 2017-01-2520.

Vehicle manufacturers are suffering from increasing expenses for fixing software issues. This fact is mainly driving their desire to use mobile communication channels for doing Software Updates Over The Air (SOTA). Software updates today are typically done at vehicle service stations by connecting the vehicles’ electronic network via the On Board Diagnostic (OBD) interface to a service computer. These operations are done under the control of trained technicians. SOTA means that the update process must get handled by the driver. Two critical aspects need to get considered when doing SOTA at Electronic Brake Control (EBC) systems. Both will determine the acceptance of SOTA by legal authorities and by the passengers: The safety and security of the vehicle The availability of the vehicle for the passengers The security aspect includes the necessity to protect the vehicle and the manufacturers IP from unwanted attacks.

A realistic modeling of the wall heat transfer is essential for an accurate analysis and simulation of the working cycle of internal combustion engines. Empirical heat transfer formulations still dominate the application in engine process simulations because of their simplicity. However, experiments have shown that existing correlations do not provide satisfactory results for all the possible operation modes of hydrogen internal combustion engines. This paper describes the application of a flow field-based heat transfer model according to Schubert et al. [1]. The models strength is a more realistic description of the required characteristic velocity; considering the influence of the injection on the global turbulence and on the in-cylinder flow field results in a better prediction of the wall heat transfer during the compression stroke and for operations with multiple injections. Further an empirical hypothesis on the turbulence generation during combustion is presented.

Ford Motor Company is introducing “EcoBoost” gasoline turbocharged direct injection (GTDI) engine technology in the 2010 Lincoln MKS. A logical enhancement of EcoBoost technology is the use of E85 for knock mitigation. The subject of this paper is the optimal use of E85 by using two fuel systems in the same EcoBoost engine: port fuel injection (PFI) of gasoline and direct injection (DI) of E85. Gasoline PFI is used for starting and light-medium load operation, while E85 DI is used only as required during high load operation to avoid knock. Direct injection of E85 (a commercially available blend of ∼85% ethanol and ∼15% gasoline) is extremely effective in suppressing knock, due to ethanol's high inherent octane and its high heat of vaporization, which results in substantial cooling of the charge. As a result, the compression ratio (CR) can be increased and higher boost levels can be used.

In order to detect degradation of engine oil lubricant, bench testing along with a number of diesel-powered Ford trucks were instruments and tested. The purpose of the bench testing was primarily to determine performance aspects such as repeatability, hysteresis effects and so on. Vehicle testing was conducted by designing and installing a separate oil reservoir along with a circulation system which was mounted in the vicinity of the oil pan. An innovative oil sensor was directly installed on the reservoir which can measure five (5) independent oil parameters (viscosity, density, permittivity, conductance, temperature). In addition, the concept is capable of detecting the oil level continuously during normal engine operation. The sensing system consists of an ultrasonic transducer for the oil level detection as well as a Tuning Fork mechanical resonator for the oil condition measurement.

A compact and high performance electric motor, called the 3D motor and designed to achieve output torque density of 100 Nm/L, was developed for use on electric vehicles and hybrid electric vehicles. The motor adopts an axial flux configuration, consisting of a disk-shaped stator sandwiched between two disk-shaped rotors with permanent magnets. It also adopts 9-phase current with a fractional slot combination, both of which increase the torque density. The rated torque output of this high power-density motor is achieved by applying a hybrid cooling system comprising a water jacket on the outer case of the stator and oil dispersion into the air gaps. The mechanical strength of the rotors against centrifugal force and that of the stator against torque exertion were confirmed in mechanical experiments. Several measures such as flux barriers, a chamfered rotor rim, parallel windings, and radially laminated cores were adopted to suppress losses.

A small hybrid system was developed for the 2009 model hybrid vehicle. The Intelligent Power Unit (IPU), which consists of a high-voltage battery and a Power Control Unit (PCU), occupies 19% less volume and is 28% lighter than the previous model(1). In order to reduce the size and weight of the IPU, the number of nickel-metal hydride battery modules was reduced, enabling the battery box to be made smaller and lighter. In order to provide the necessary output with fewer battery modules, the length of the battery electrodes was increased, thus raising the output from each battery module. The volume and weight of the PCU were reduced by integrating the inverter, DC-DC converter, and ECU into a single package. The size reduction of the IPU enabled the IPU to be installed at the bottom of the luggage compartment. As a result, the available space in the luggage compartment is the same as that of a conventional vehicle.

The Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model incorporated fuel economy and electricity use of alternative fuel/vehicle systems simulated by the Powertrain System Analysis Toolkit (PSAT) to conduct a well-to-wheels (WTW) analysis of energy use and greenhouse gas (GHG) emissions of plug-in hybrid electric vehicles (PHEVs). Based on PSAT simulations of the blended charge depleting (CD) operation, grid electricity accounted for a share of the vehicle’s total energy use ranging from 6% for PHEV 10 to 24% for PHEV 40 based on CD vehicle mile traveled (VMT) shares of 23% and 63%, respectively. Besides fuel economy of PHEVs and type of on-board fuel, the type of electricity generation mix impacted the WTW results of PHEVs, especially GHG emissions.

Toyota Motor Corporation has developed the new compact-class hybrid vehicle (HV). This vehicle incorporates Toyota Hybrid System II (THS-II) to improve fuel efficiency. For this system we have developed a new power control unit (PCU) that features size reduction, light weight, and high efficiency. We have also improved the ability to mass produce these units with the expectation of rapid popularization of HV. The PCU, which plays an important role in THS-II, is our main focus in this paper. Its development is described.

Automotive engines are regularly utilized in the material handling market where LPG is often the primary fuel used. When compared to gasoline, the use of gaseous fuels (LPG and CNG) as well as alcohol based fuels, often result in significant increases in valve seat insert (VSI) and valve face wear. This phenomenon is widely recognized and the engine manufacturer is tasked to identify and incorporate appropriate valvetrain material and design features that can meet the ever increasing life expectations of the end-user. Alternate materials are often developed based on laboratory testing – testing that may not represent real world usage. The ultimate goal of the product engineer is to utilize accelerated lab test procedures that can be correlated to field life and field failure mechanisms, and then select appropriate materials/design features that meet the targeted life requirements.

The challenges of flex-fuel vehicle (FFV) emissions measurements have recently come to the forefront for the emissions testing community. The proliferation of ethanol blended gasoline in fractions as high as 85% has placed a new challenge in the path of accurate measures of NMHC and NMOG emissions. Test methods need modification to cope with excess amounts of water in the exhaust, assure transfer and capture of oxygenated compounds to integrated measurement systems (impinger and cartridge measurements) and provide modal emission rates of oxygenated species. Current test methods fall short of addressing these challenges. This presentation will discuss the challenges to FFV testing, modifications made to Ford Motor Company’s Vehicle Emissions Research Laboratory test cells, and demonstrate the improvements in recovery of oxygenated species from the vehicle exhaust system for both regulatory measurements and development measurements.

Quantitative planar laser-induced fluorescence (PLIF) of gaseous acetone as a fuel-tracer has been used in an optically accessible engine, fueled by direct hydrogen injection. The purpose of this article is to assess the accuracy and precision of the measurement and the associated data reduction procedures. A detailed description of the acetone seeding system is given as well. The key features of the experiment are a high-pressure bubbler saturating the hydrogen fuel with acetone vapor, direct injection into an optical engine, excitation of acetone fluorescence with an Nd:YAG laser at 266 nm, and detection of the resulting fluorescence by an unintensified camera. Key steps in the quantification of the single-shot imaging data are an in-situ calibration and a correction for the effect of local temperature on the fluorescence measurement.

This work intends to present a study about the application of a standard methodology for the evaluation of the mechanical components compromise as result of the use of biodiesel, based on the lubricating oil analyses. The fuel oil that will be analyzed is produced in PUCRS' Faculty of Chemistry. As we know, the physical-chemical analysis of lubricating oils can indicate a series of parameters that allow valuing the quality and the compromising degree of the mechanical engine components. The results of these analyses will be based on tests in an Electronic Microscopy. This type of analysis will allow us to determine the quality of the lubricating oil, degradation and contamination with metal materials (mechanical compromising). The work presupposes the functioning of Diesel engine cycle with several proportions of biodiesel (B2, B5, B10, B20 and B100).

NVH refinement is an important aspect of the powertrain development and vehicle integration process. The depletion of fossil-based fuels and increase in price of gasoline have prompted most vehicle manufacturers to embrace propulsion technologies with varying degrees and types of hybridization. Many different hybrid vehicle systems are either on the market, or under development, even up to all-electric vehicles. Each hybrid vehicle configuration brings unique NVH challenges that result from a variety of sources. This paper begins with an introductory discussion of hybrid propulsion technologies and associated unique vehicle NVH challenges inherent in the operation of such hybrid vehicles. Following this, the paper outlines a two-dimensional landscape of typical customer vehicle maneuvers mapped against hybrid electric vehicle (HEV) operational modes.

Nissan began developing a fuel cell vehicle (FCV) in 1996 and has participated in fleet programs in the USA (CaFCP) and in Japan (JHFC) since 2001 to promote FCV development and to educate the public on the benefits of FCVs. The X-TRAIL FCV (latest model) is equipped with various new technologies, including a fuel cell stack that was engineered in-house. The X-TRAIL FCV has evolved from a test vehicle in 2002 to today’s model, which provides the utility and conventional conveniences consumers would demand. The cruising range, acceleration performance and maximum speed are competitive with existing gasoline vehicles. However, to enable commercialization of FCVs, further improvements in performance and durability as well as reduction in costs will be necessary. Therefore, Nissan is investigating several different approaches for reducing cost and improving durability and performance. This paper describes the durability of the fuel cell stack on the X-TRAIL FCV.

Since 1992, Toyota Motor Corporation (TMC) has been working on the development of fuel cell system technology. TMC is designing principal components in-house, including fuel cell stacks, high-pressure hydrogen storage tank systems, and hybrid systems. TMC developed the ‘02 model TOYOTA FCHV, the world-first market-ready fuel cell vehicle, and started limited lease of the vehicles in December 2002. In June 2008, TMC developed a new TOYOTA FCHV-adv which obtained vehicle type certification in Japan, and is currently available for leasing in Japan and the United States. In the development of the TOYOTA FCHV-adv, TMC has improved the cruising range and cold start/drive capability from the previous TOYOTA FCHV. The TOYOTA FCHV-adv has achieved an actual cruising range of over 500 km, which is equivalent to that of current gasoline vehicles. In addition, the TOYOTA FCHV-adv has proven starting/driving capability at -30°C temperature.