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Latches are generally used to lock/unlock a component against each other. In the automotive industry, latches are widely used in doors and seats. Seat latches have to secure the seat safely to the body in the event of a crash and at the same time they have to be locked/unlocked with easy efforts. Seat latches are mostly supplier designed parts. Supplier latch effort calculations involve only latch components. Actual latch effort calculations should be done with seat structures, foams, trims and body environments. Hence OEMs are responsible to provide easily lockable/unlockable seats to their customers. Customers nowadays, are raising complaints regarding latching issues to respective automotive industry which in turn costs more due to after sales services/warranty claims. Therefore, automotive industries must spend a significant amount of time and capital on physical test and method development for calculating the latch efforts.

The falling cost of lithium ion batteries combined with an ongoing need to reduce greenhouse gas emissions is driving the proliferation of affordable long-range battery electric vehicles (BEVs). However, an inherent challenge with longer-range BEVs is the increased time required to fully charge the battery using standard 120/240 V AC power outlets. One approach to address this issue involves moving to higher power onboard AC chargers; however, household and utility wiring may not allow for the full capability of these higher power chargers. This study explores the typical time available for vehicle charging during an overnight stop based on real-world customer “MyFord Mobile” (MFM) data collected from Ford electrified vehicles. Through this approach, the available overnight time for recharging and required energy to be added to the battery are evaluated under the influence of typical daily driving distances, extreme ambient temperatures, and value charging time windows.

Automotive Seat design is driven by various design factors considering occupant safety, occupant comfort, road visibility etc. Seats are generally a combination of structural frames, foams, suspension wires, adjustment mechanisms etc. to support safety, comfort & road visibility. Most of the regulatory tests on seats are related to safety which demands structural integrity of seat frames, welds and bolts etc. And few tests demand occupant comfort and seat functionality involving foams, suspension wires & adjustment mechanisms. There are few tests which needs design consideration on all seat components discussed above. FMVSS 202a Back Set Retention is one among them. It is a static test with multiple loads in sequence of loading and unloading steps on the seat back and head restraint. Stiffness of the foams, lumbar mats, seat adjustment mechanisms, seat frames contribute a lot to meet performance targets set by the regulation.

The cycle-by-cycle variation of heat transferred per cycle (q) to the combustion chamber surfaces of spark ignition engines has been investigated for quasi-steady and transient conditions produced by throttle movements. The heat transfer calculation is by integration of the instantaneous value over the cycle, using the Woschni correlation for the heat transfer coefficient. By examination of the results obtained, a relatively simple correlation has been identified: This holds both for quasi-steady and transient conditions and is on a per cylinder basis. The analysis has been extended to define a heat flux distribution over the surface of the chamber. This is given by: where F(x/L) is a polynomial function, q″ is the heat transfer per cycle per unit area to head and piston crown surfaces and gives the distribution along the liner

Previously reported studies of heat transfer between the intake port surface, gas flows in the port, and fuel deposited in surface films have been extended to examine details of the heat flux variations which occur within the engine cycle. The dynamic response characteristics of the surface-mounted heat flux sensors have been determined, and measured heat flux data corrected accordingly to account for these characteristics. Details of the model and data processing technique used are described. Corrected intra-cycle variations of heat transfer to fuel deposited have been derived for engine operating conditions at 1000 RPM covering a range of manifold pressures, fuel supply rates, port surface temperatures, and fuel injection timings. Both pump-grade gasoline and isooctane fuel have been used. The effects of operating conditions on the magnitude and features of the heat flux variations are described.

Position of the H-point plays a vital role during designing the seating system. The seating system provides support and comfort to the occupants while they are operating the vehicle. The traditional way to design a seat system is to use rules of thumb and experience, which often results in several costly design iterations. The purpose of this paper is to demonstrate the capability of CAE analytical tool to find the H-point at the early phase of the seating system design without compromising the comfort level of the occupant. The recently launched Lincoln Continental front seating system was used to validate this purpose. The Continental seating system has unique design features which provide special challenges in designing and simulating the seat. With the help of CAE analytical tool, the traditional process is streamlined and a seat design could be achieved in a shorter period with greater accuracy.

The demand for seating comfort is growing - in cars as well as trucks and other commercial vehicles. This is expected as the seat is the largest surface area of the vehicle that is in contact with the occupant. While it is predominantly luxury cars that have been equipped with climate controlled seats, there is now a clear trend toward this feature becoming available in mid-range and compact cars. The main purpose of climate controlled seats is to create an agreeable microclimate that keeps the driver comfortable. It also reduces the “stickiness” feeling which is reported by perspiring occupants on leather-covered seats. As part of the seat design process, a physical test is performed to record and evaluate the life cycle and the performance at ambient and extreme temperatures for the climate controlled seats as well as their components. The test calls for occupied and unoccupied seats at several ambient temperatures.

As automakers begin to design the autonomous vehicle (AV) for the first time, they must reconsider customer interaction with the Automatic Speech Recognition (ASR) system carried over from the traditional vehicle. Within an AV, the voice-to-ASR system needs to be capable of serving a customer located in any seat of the car. These shifts in focus require changes to the microphone selection and placement to serve the entire vehicle. Further complicating the scenario are new sources of noise that are specific to the AV that enable autonomous operation. Hardware mounted on the roof that are used to support cameras and LIDAR sensors, and mechanisms meant to keep that hardware clean and functioning, add even further noise contamination that can pollute the voice interaction. In this paper, we discuss the ramifications of picking up the intended customer’s voice when they are no longer bound to the traditional front left “driver’s” seat.

Electrified powertrains respond to driver demand for vehicle acceleration by producing power through either the electric drive system or an on-board combustion engine or both. In Plug-In Hybrid Vehicles (PHEVs), the powertrain provides the purest form of transportation when responding to driver demand through the electric drive system. We develop a method to size the electric drive system in PHEVs to provide zero emission driving in densely populated urban regions. We use real world data from Europe and calculate instantaneous wheel power during trips. Ray tracing is used to identify the regions where trips occur and the population density of these regions is obtained from an open source dataset published by Eurostat. Regions are categorized by their population density into urban and extra-urban regions. Real world data from these regions is analyzed to determine the wheel power required in urban and extra-urban settings.

In many fields of technology, examinations of the past can provide insights into the future. This paper reviews the last 20 years of automotive seat comfort development and research as chronicled by SAE’s session titled “Human Factors in Seating Comfort”. Records suggest that “Human Factors in Seating Comfort” has existed as a separate session at SAE’s World Congress since 1999. In that time there have been 148 unique contributions (131 publications). The history is fascinating because it reflects interests of the time that are driven by technology trends, customer wants and needs, and new theories. The list of contributors, in terms of authors and their affiliations, is also telling. It shows shifts in business models and strategies around collaboration. The paper ends with a discussion of what can be learned from this historical review and the major issues to be addressed. One of the more significant contributions of this paper is the reference list.

Seat assessment is an important necessity for the growing auto industry. The design of seats is driven by customer’s demand of comfort and aesthetics of the vehicle interiors. Some of the few seat assessments are H-point prediction with H-point Machine (HPM); backset prediction with Head Restraint Measuring Device (HRMD); seat hardness and softness. Traditional seat development was through developing series of prototypes to meet requirements which involved higher costs and more time. The seat requirement of H-Point measurement is of focus in this paper. Though there are other commercial available software/methods to perform the H-point measurement simulations, the aim here was to assess the capabilities of an alternate Computer Aided Engineering (CAE) methodology using CAE tools - PRIMER and LS-Dyna. The pre-processing tools - Hypermesh and ANSA have been used for modeling and Hyperview tool used for reviewing the simulations.

During development of complex automotive technologies, a significant engineering effort is often dedicated to ensuring the safe performance of these systems. An important aspect to consider when assessing the viability of different safety designs or strategies is the time period from the occurrence of a fault to the violation of a Safety Goal (SG). This time period is commonly referred to as the Fault Tolerant Time Interval (FTTI). In Automotive Safety, ISO 26262 [1] calls for the identification and appropriate partitioning of the FTTI, however very little guidance is provided on how to do this. This paper presents a process, covering the entire safety development lifecycle, for the identification of timing constraints and the development of associated requirements necessary to prevent Safety Goal violations.