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CSEG has designed, and filed a patent for, a cooling pack and fan that would allow for extreme driving conditions while downsizing the cooling pack, increasing fuel economy, and reducing costs for the OEM as well as the customers who do the driving.

Champion GSE has developed a dual-purpose stand for its -1B and -2B GEnx engine platforms.

Synopsys, Inc.’s DesignWare ARC EM Safety Island IP dual-core lockstep processors simplify development of safety-critical applications and accelerate ISO 26262 certification of automotive system-on-chips (SoCs).

Eaton's Procision transmission uses a wet clutch system and the transmission needs one type of oil for the entire unit.

Skyworks‘ SkyOne WiFi is a new family of highly-integrated wireless networking solutions for mobile and IoT ecosystems.

Negative valve overlap (NVO) is a valve strategy employed to retain and recompress residual burned gases to assist HCCI combustion, particularly in the difficult regime of low-load operation. NVO allows the retention of large quantities of hot residual burned gases as well as the possibility of fuel addition for combustion control purposes. Reaction of fuel injected during NVO increases charge temperature, but in addition could produce reformed fuel species that may affect main combustion phasing. The strategy holds potential for controlling and extending low-load HCCI combustion. The goal of this work is to demonstrate the feasibility of applying two-wavelength PLIF of 3-pentanone to obtain simultaneous, in-cylinder temperature and composition images during different parts of the HCCI/NVO cycle. Measurements are recorded during the intake and main compression strokes, as well as during the more challenging periods of NVO recompression and re-expansion.

Fuel cells show great promise in generating electrical power for a variety of uses. In the automotive realm, one focus has been on the use of fuel cells for primary vehicle propulsion. Another emerging application is the fuel cell as the primary provider of electrical power to the vehicle, augmenting or replacing the traditional alternator, while producing higher power levels. The advantage of the fuel cell in this role is that the fuel cell operation is de-coupled from that of the engine. High power levels can be achieved independent of engine speed and power can be produced without the engine running. This paper examines the application of a fuel cell auxiliary power unit (APU) to a dual-voltage 42V/14V automotive electrical system meeting the evolving 42V PowerNet specifications. An architecture for this electrical system is presented, followed by a sizing analysis to properly match the fuel cell stack to the voltage of the PowerNet and to a 42V battery pack.

A dual-voltage alternator is a single alternator which produces two simultaneous and independently regulated electrical outputs, as shown in Fig. 1. This means that a vehicle with a single dual voltage alternator will be capable of powering, simultaneously, both the standard vehicle 12 volt electrical system (which powers lights, horn, instruments) and also to power another electrical system at a different voltage. The other, or secondary electrical system, is typically a higher voltage system. It may be a 24 volt electrical system to power military communications equipment, or it may be a 48 volt electrical system to provide power for other vehicle electrical power needs, such as electrical heaters for engine emission control. This paper describes a dual-voltage alternator design for automotive applications.

Increasing underhood temperatures and decreasing availability of vacuum, indirectly caused by more stringent safety and emission control regulations, brings the possibility of central hydraulic systems closer. However, as the central system fully evolves, equipment manufacturers indicate that they expect a transition step, where the same fluid will be used in both the power steering and power braking systems. With the expected demands on fluids to be used in such systems increasing, Dow Corning has initiated the development of a silicone candidate, based on the most readily available silicone fluid, dimethylpolysiloxane. The recent advances in lubrication technology, information on compatibility with presently used materials, and the inherent physical and chemical properties which allow a silicone fluid to be a serious candidate for such usage, are presented.

Modern diesel engines manufactured for commercial vehicles are calibrated to meet EPA emissions regulations. Many of the technologies and strategies typically incorporated to meet emissions targets compromise engine performance and efficiency. When used in military applications, however, engine performance and efficiency are of utmost importance in combat conditions or in remote locations where fuel supplies are scarce. This motivates the study of the potential to utilize the flexibility of emissions-reduction technologies toward optimizing engine performance while still keeping the emissions within tolerable limits. The study was conducted on a modern medium-duty International V-8 diesel engine with variable geometry turbocharger (VGT) and exhaust gas recirculation (EGR). The performance-emissions tradeoffs were explored using design of experiments and response surface methodology.

RTK stands for “Real Time Kinematic”. GPS RTK receivers provide real time position at centimeter level accuracy, on moving vehicles. If GPS is a fifty-watt bulb and Differential-GPS a spotlight, then RTK is a laser. RTK uses the inherent properties of the microwave satellite signals to measure positions one hundred times more accurately than most Differential GPS receivers. This paper presents a breakthrough in global positioning technology, since RTK can now be done in environments where it was previously impossible. Until now RTK has relied upon dual frequency signals from the GPS system. Both frequencies were needed to get the extra measurements needed for RTK to work. We can now get the extra measurements from another GPS-like system, GLONASS. This gives us dual-system RTK. Dual-system RTK has the advantage that there are more satellites in view, so that we now have RTK operating in environments where it would not work before.

This work brings and proposes a simulation methodology to virtually investigate a 2-stage Turbocharger application for a heavy duty diesel engine. The motivation of the work is the research and development of an engine which is supposed to comply with very restrictive emission regulation policies, namely Euro V, VI and EPA 10, besides Tier 4 Final. Although emission level is, itself, a main concern (mainly NOx and engine-out PM), the present work present a methodology which covers air flow and boost ability of the entire engine and it is designed to be able to properly evaluate turbocharger designs possibilities (TC matching). In order to find the unknowns of the physical problem and, then, to verify the methodology success, some not usual measurements were done, such as of TC shaft speed using NVH techniques.

Fifty-three static out-of-position tests were conducted with a “small female” dummy placed in three different positions, and with distances of 0 mm and 50 mm from the airbag. The driver-side module with a single-stage inflator was additionally tested with inflator versions tailored to 80%, 60%, 40% and 20% of peak tank pressure, in order to simulate the first of two stages of a dual-stage inflator. In general, biomechanical loadings decreased with less inflator propellant. Critical chest loadings were measured down to the 60%-stage. The neck extension bending moment exceeded the limit only with the lOO%-charge. With distances of 50 mm, none of the threshold values were exceeded. Energy reductions of 20% between two stages did not necessarily reduce occupant loadings.

Seat strength has increased over the past four decades which includes a transition to dual recliners. There are seat collision performance issues with stiff ABTS and very strong seats in rear impacts with different occupant sizes, seating positions and physical conditions. In this study, eight rear sled tests were conducted in four series: 1) ABTS in a 56 km/h (35 mph) test with a 50th Hybrid III ATD at MGA, 2) dual-recliner ABTS and F-150 in a 56 km/h (35 mph) test with a 5th female Hybrid III ATD at Ford, 3) dual-recliner ABTS in a 48 km/h (30 mph) test with a 95th Hybrid III ATD leaning inboard at CAPE and 4) dual-recliner ABTS and Escape in 40 km/h (25 mph) in-position and out-of-position tests with a 50th Hybrid III ATD at Ford. The sled tests showed that single-recliner ABTS seats twist in severe rear impacts with the pivot side deformed more rearward than the stanchion side.

There is considerable interest and increasing effort to achieve both higher electrical powers and increased energy conversion efficiency in thermionic power systems. These efforts are driven by potential NASA and DOD applications under consideration near the end of the present century or early in the next. In recent years, emphasis has been on finding compatible materials which will permit higher emitter surface temperatures, flattening axial temperature profiles to avoid near-zero power production at the ends of the emitters, studying fundamental issues related to the physics of the gap plasma, stacking cells vertically to achieve higher powers, and so on (1,2,3,4,5). In the research reported in this paper, an attempt has been made to evaluate the potential of innovative thermionic fuel element (TFE) designs to achieve high energy conversion efficiencies and to quantify efficiency gains relative to the fuel mass of the system.

Single-laser-shot measurements of the fuel/air ratio in the cylinder of a motored direct-injection natural gas (DING) engine were obtained using a dual-pump coherent anti-Stokes Raman scattering (CARS) technique capable of simultaneously probing N2 and CH4. The DING engine was modified for optical access and CARS was used to probe the region near the glow plug. Measurements were acquired at eight different probe volume locations with one crank angle degree resolution for injections starting at 30° and 20° BTDC. The CARS data clearly show the arrival of the fuel jet at the probe volume and, from traversing the probe volume, the location of the centerlines of two fuel jets in the vicinity of the glow plug. The CARS measurements also show large fluctuations in fuel concentration on a shot-to-shot basis indicating the presence of large-scale mixing structures within the fuel jets.

As a result of the excavation of unconventional sources of natural gas, which has rich reserves, has attracted attention as a fuel for use in natural gas engines for power generation. From the viewpoints of efficient resource utilization and environmental protection, lean burn is an attractive technique for realizing a higher thermal efficiency with lower NOx emissions. However, ignition systems have to be improved for lean-burn operations. Laser ignition, which is expected to serve as an alternative to spark plug ignition, can decrease the heat loss and has no restriction on the ignition location because of the absence of an electrode. Consequently, an extension of the lean-burn limit by laser ignition has been demonstrated. In this study, we investigated the effects of the location and number of laser ignition points on engine performance and exhaust emissions. Laser ignition was also compared with conventional spark plug ignition.

In this paper we will discuss different techniques of controls optimization for a dual motor BEV model and look at the most optimal solution with an objective to minimize motor losses or maximize efficiency. In a dual motor model, torque split ratio plays a vital role in deciding the operating points for each motor and hence the losses or inefficiency in the system. It is important to find the optimal torque split ratio to improve range and performance. Three techniques covered in this paper include ECMS (Equivalent Consumption Minimization Strategy, DOE (Design of Experiment) and Empirical relation-based approach. ECMS is a local optimization technique. A combined ECMS and DOE based approach was performed to analyze with an eventual goal of creating a map which relates TSR (Torque Split Ratio) to the operating points in the form of vehicle acceleration and vehicle speed.

Terminal design has emerged as having critical importance in the planning of dual-mode transportation in cities because the very high line-haul capacity of automated guideways can lead to large space requirements at entry and exit points. In this paper the influence of vehicle size, the method of guidance and propulsion, and the network terminal layouts on the space requirements for the overall transportation systems are discussed. Forecasts are made of the manner in which dual-mode transportation will first be installed.

A KENWORTH T800 CONVENTIONAL TRUCK WAS MODIFIED SLIGHTLY TO ALLOW IT TO TRAVEL ONE OF THE PACCAR TECHNICAL CENTER'S DURABILITY TRACK EVENTS WITHOUT DRIVER ASSISTANCE. The Kenworth T800 operates normally, except on the durability test track, where the vehicle can be switched to automated control. Even on an automated event, the speed and steering are controlled either electronically or manually. This has direct implications for IVHS activities in that an actual vehicle was automated on a test track: an operational test for AVCS. The return on investment for this project will be realized by minimizing discomfort to the driver and increasing the repeatability of the tests. In operation, the driver of the enhanced vehicle needs only to press the resume or set switches on the cruise control to engage the speed and steering control functions.