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Gasoline turbocharged direct injection (GTDI) engines, such as EcoBoost™ from Ford, are becoming established as a high value technology solution to improve passenger car and light truck fuel economy. Due to their high specific performance and excellent low-speed torque, improved fuel economy can be realized due to downsizing and downspeeding without sacrificing performance and driveability while meeting the most stringent future emissions standards with an inexpensive three-way catalyst. A logical and synergistic extension of the EcoBoost™ strategy is the use of E85 (approximately 85% ethanol and 15% gasoline) for knock mitigation. Direct injection of E85 is very effective in suppressing knock due to ethanol's high heat of vaporization - which increases the charge cooling benefit of direct injection - and inherently high octane rating. As a result, higher boost levels can be achieved while maintaining optimal combustion phasing giving high thermal efficiency.

This paper describes a method for optimization of engine settings in view of best total cost of operation fluids. Under specific legal NOX tailpipe emissions requirements the engine out NOX can be matched to the current achievable SCR NOX conversion efficiency. In view of a heavy duty long haul truck application various specific engine operation modes are defined. A heavy duty diesel engine was calibrated for all operation modes in an engine test cell. The characteristics of engine operation are demonstrated in different transient test cycles. Optimum engine operation mode (EOM) selection strategies between individual engine operation modes are discussed in view of legal test cycles and real world driving cycles which have been derived from on-road tests.

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.

Recently, a particle number (PN) limit was introduced in the European light-duty vehicles legislation. The legislation requires measurement of PN, and particulate mass (PM), from the full dilution tunnel with constant volume sampling (CVS). Furthermore, PN measurements will be introduced in the next stage of the European Heavy-Duty regulation. Heavy-duty engine certification can be done either from the CVS or from a partial flow dilution system (PFDS). For research and development purposes, though, measurements are often conducted from the raw exhaust, thereby avoiding the high installation costs of CVS and PFDS. Although for legislative measurements requirements exist regarding sampling and transport of the aerosol sample, such requirements do not necessarily apply for raw exhaust measurements. Thus, measurement differences are often observed depending on where in the experimental set up sampling occurs.

Fuel Cells (FC) are promising candidates to reduce energy consumption and, hence, to improve the global climate situation due to significant gains in the process efficiencies. Whereas the development of fuel cells for passenger car applications has intensified during the last years, commercial vehicle applications have not been in the focus of developers so far. A reason for that is the limited availability of fuels such as hydrogen. Commercial vehicles are in the most cases operated with diesel fuel. AVL has developed three fuel cell applications for commercial vehicles operated with diesel fuel.

Beside performance, handling and styling the sound characteristic of a motorcycle is a very important feature for the acceptance of the product by the customers and therefore the commercial success of a new product. Creating a special brand sound becomes more and more important to create a product that can be easily distinguished from competitor products and is therefore considered to be something special. On the other hand the legal limits in terms of pass - by noise allow for a very little margin for the creation of a special sound. During the product sound design phase the different perceptions of the rider wearing a helmet and pedestrians have to be considered. In passenger cars sound design has been known for a long time and the creation of a special sound for the driver inside the passenger compartment can be achieved with little influence on the exterior noise and therefore on the noise which is limited by legislation.

The reduction of nitrous oxides in the exhaust gases of internal combustion engines using a urea water solution is gaining more and more importance. While maintaining the future exhaust gas emission regulations, like the Euro 6 for passenger cars and the Euro 5 for commercial vehicles, urea dosing allows the engine management to be modified to improve fuel economy as well. The system manufacturer Robert Bosch has started early to develop the necessary dosing systems for the urea water solution. More than 300.000 Units have been delivered in 2007 for heavy duty applications. Typical dosing quantities for those systems are in the range of 0.01 l/h for passenger car systems and up to 10 l/h for commercial vehicles. During the first years of development and application of urea dosing systems, instantaneous flow measuring devices were used, which were not operating fully satisfactory.

The demand for improved fuel economy and the request for Zero Emission within cities require complex powertrains with an increasing level of electrification already in a short-termed timeframe until 2025. According to general expectations the demand for Mild-Hybrid powertrains will increase significantly within a broad range of implementation through all vehicle classes as well as on electric vehicles with integrated Range Extender (RE) mainly for use in urban areas. Whereas Mild Hybrid Vehicles basically use downsized combustion engines at current technology level, vehicles with a high level of powertrain electrification allow significantly different internal combustion engine (ICE) concepts. At AVL, various engine concepts have been investigated and evaluated with respect to the key criteria for a Range Extender application. A Wankel rotary engine concept as well as an inline 2 cylinder gasoline engine turned out to be most promising.

The DEXA Cluster consisted of three closely interlinked projects. In 2003 the DEXA Cluster concluded by demonstrating the successful development of critical technologies for Diesel exhaust particulate after-treatment, without adverse effects on NOx emissions and maintaining the fuel economy advantages of the Diesel engine well beyond the EURO IV (2000) emission standards horizon. In the present paper the most important results of the DEXA Cluster projects in the demonstration of advanced particulate control technologies, the development of a simulation toolkit for the design of diesel exhaust after-treatment systems and the development of novel particulate characterization methodologies, are presented. The motivation for the DEXA Cluster research was to increase the market competitiveness of diesel engine powertrains for passenger cars worldwide, and to accelerate the adoption of particulate control technology.

The paper outlines and discusses the possibilities of a new instrumentation tool for the analysis of engine and gearbox noise radiation and the prediction of pass-by noise from powertrain test cell measurements. Based on a 32 channel data acquisition board, the system is intended to be quick and easy to apply in order to support engineers during their daily work in the test cell. The pass-by prediction is a purely experimental approach with test cell recordings being weighted by measured transfer functions (from the powertrain compartment to the pass-by point).

Local air pollution, noise emissions as well as global CO2 reduction and public pressure drive the need for zero emission transport solutions in urban areas. OEMs are currently developing battery electric vehicles with the focus to provide emission free urban transportation combined with lowest total cost of ownership and consequently a positive business case for the end customers. Thereby the main challenges are electric range, product cost, system weight, vehicle packaging and durability. Hence they are the main drivers in current developments. In this paper AVL describes two of its truck and bus solutions - a modular battery concept as well as a concept for an integrated electric axle. Based on the vehicle requirements concept designs for both systems are presented.

With the implementation of EURO VI and similar emission legislation, the industry assumed the pace and stringency of new legislation would be reduced in the future. The latest announcements of proposed and implemented legislation steps show that future legislation will be even more stringent. The currently leading announced legislation, which concerns a large number of global manufacturers, is the legislation from the United States (US) Environmental Protection Agency (EPA) and the California Air Resources Board (CARB). Both announced new legislation for CO2, Greenhouse Gas (GHG) Phase II. CARB is also planning additional Ultra Low NOx regulations. Both regulations are significant and will require a number of technologies to be used in order to achieve the challenging limits. AVL published some engine related measures to address these legislation steps.

No abstract available.

The limitation of global warming to less than 2 °C till the end of the century is regarded as the main challenge of our time. In order to meet COP21 objectives, a clear transition from carbon-based energy sources towards renewable and carbon-free energy carriers is mandatory. Polymer electrolyte membrane fuel cells (PEMFC) allow an energy-efficient, resource-efficient and emission-free conversion of regenerative produced hydrogen. For these reasons fuel cell technologies emerge in stationary, mobile and logistic applications with acceptable cruising ranges as well as short refueling times. In order to perform applied research in the area of PEMFC systems, a highly integrated fuel cell analysis infrastructure for systems up to 150 kW electric power was developed and established within a cooperative research project by HyCentA Research GmbH and AVL List GmbH in Graz, Austria. A novel open testing facility with hardware in the loop (HiL) capability is presented.

One main general goal during product development in the passenger car industry as well as in the commercial vehicle industry is to reduce time to market. The customer wants to get the newest product and is not accepting the risk of any product call backs. This means the minimization of the risk of field claims for the manufacturer. The challenge to reach this goal is a capable volume production of each new product. To create a competitive, innovative product it is the task for design and simulation engineers in the development phase to design the product in view of function, efficiency, fatigue strength, optimized weight and optimized product costs. Additionally an agreement between design and industrial production planning is required. An early involvement of production engineers into the development of a product ensures design for manufacturing from the very beginning.

The reduction of CO₂ emissions represents a major goal of governments worldwide. In developed countries, approximately 20% of the CO₂ emissions originate from transport, one third of this from commercial vehicles. CO₂ emission legislation is in place for passenger cars in a number of major markets. For commercial vehicles such legislation was also already partly published or is under discussion. Furthermore the commercial vehicles market is very cost sensitive. Thus the major share of fuel cost in the total cost of ownership of commercial vehicles was already in the past a major driver for the development of efficient drivetrain solutions. These aspects make the use of new powertrain technologies, specifically hybridization, mandatory for future commercial powertrains. While some technologies offer a greater potential for CO₂ reduction than others, they might not represent the overall optimum with regard to the total cost of ownership.

Traditional power train development work is concentrated mainly on test bed and on chassis dyno. Though we can simulate a lot of real world conditions on testbed and chassis dyno today, on road application work willis gaining more attention. This means that strategies and tools for invehicle testing under real world conditions are becoming more important. Emission, performance, fuel economy, combustion noise and driving comfort are linked to combustion quality, i.e. quality of fuel mixture preparation and flame propagation. The known testing and research equipment is only partly or not at all applicable for in-vehicle development work. New tools for on the road testing are required. Following, a general view on in-vehicle power train testing will be given. Additionally, new ways to investigate cylinder and cycle specific soot formation in GDI engines with fiber optic tools will be presented.

In this paper, the multi-physical simulation workflow from electromagnetics to structural dynamics for a squirrel-cage induction machine is explored. In electromagnetic simulations, local forces and rotor torque are calculated for specific speed-torque operation points. In order to consider non-linearities and interaction with control system as well as transmission, time-domain simulations are carried out. For induction machines, the computational effort with full transient numerical methods like finite element analysis (FEA) is very high. A novel reduced order electro-mechanical model is presented. It still accounts for vibro-acoustically relevant harmonics due to pulse-width modulation (PWM), slotting, distributed winding and saturation effects, but is substantially faster (minutes to hours instead of days to weeks per operation point).

This paper presents the results of an investigation on the influence of a duct’s geometry and shape on its acoustic length, which differs from its physical length by a factor referred to as end-correction. In addition to traditional parameters such as length and diameter, the author has investigated the effect of additional geometry features which are less commonly addressed in the technical literature, such as a diameter contraction or a bent section along the duct. The relative microphone position with respect to the pipe orifice and to the ground surface of the measurement environment has been investigated, showing negligible impact on the measurement results. The sound wave propagation within a pipe featuring a diameter contraction has then been analysed, showing the relationship between the pipe contraction shape and location and the pipe acoustic length.