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The environment is one of the most important issues currently facing the world and the automobile industry is required to respond with eco-cars. To meet this requirement, the hybrid vehicle is one of the most optimal solutions. The hybrid system automatically stops engine idling (idling stop), or stops the engine during deceleration to recover energy. The engine stop however creates a problem concerning the vehicle's climate control system. Because the conventional climate control system incorporates a compressor driven by engine belt, there is almost no cooling performance while the engine is stopped. Until now, when a driver needed more cooling comfort the engine has been switched back on as a compromise measure. To realize cabin comfort that is consistent with fuel saving, a 2-way driven compressor has been developed that can be driven both by engine belt while the engine is running and by electric motor when the engine is stopped.

2-step variable valve actuation using early-intake valve closing is a strategy for high fuel economy on spark-ignited gasoline engines. Two discrete valve-lift profiles are used with continuously variable cam phasing. 2-step VVA systems are attractive because of their low cost/benefit, relative simplicity, and ease-of-packaging on new and existing engines. A 2-step VVA system was designed and integrated on a 4-valve-per-cylinder 4.2L line-6 engine. Simulation tools were used to develop valve lift profiles for high fuel economy and low NOx emissions. The intake lift profiles had equal lift for both valves and were designed for high airflow & residual capacity in order to minimize valvetrain switching during the EPA drive cycle. It was determined that an enhanced combustion system was needed to maximize fuel economy benefit with the selected valve lift profiles. A flow-efficient chamber mask was developed to increase in-cylinder tumble motion and combustion rates.

The potential contributions of acoustical technology to manufacturing companies pervade nearly all of its functions from marketing and product planning to design engineering and quality control. Despite this, however, companies generally feel uneasy when they embark on programs to use acoustics in their operations because the technology seems complicated and somehow harder to “get a handle on” than it is in other cases. But the issues of product sound, and the benefits of acoustics on a diagnostic tool are too important to ignore, so in this paper we discuss these issues in a “20 questions” format to help planners, engineers and managers as they proceed to implement acoustical technology in their organizations.

The present study compares the NVH performance of three different materials used on cam covers in automobiles, Aluminum (Al), Magnesium (Mg) and Thermoplastic (TP). The cam cover design used for this comparison was the 2004 Nissan Maxima 3.5L production cam cover which is made of a thermoplastic (TP). The Al and Mg covers for this study were created by sandcast, due to time constraints, via laser scanning techniques using the 2004 Nissan Maxima 3.5L production thermoplastic cover design. Note that sand-cast covers generally provide a less quiet sound field than the standard casting method. The Nissan production cover comes with a production baffle made of a similar material as the cover. Testing was conducted with and without the production baffle for all covers. The study was conducted for the production boundary condition of a non-isolated cover and a Freudenberg-NOK (FNGP) partially isolated cover. Isolated bolt assemblies using elastomeric grommets were used to isolate the cover.

This paper describes the engineering, manufacturing and integration necessary to produce the Corvette's first ever all-aluminum spaceframe (see Figure 1). The engineering and manufacturing of the spaceframe was a joint venture between General Motors and suppliers ALCOA (Aluminum Company of America) and Dana Corporation. ALCOA led the initial design of the spaceframe; Dana Corp led the manufacturing; General Motors' Engineering and Manufacturing groups led the integration of the assembly. The aluminum spaceframe design is modeled after the baseline steel structure of the Corvette coupe. The aluminum spaceframe reduces 140 lbs from the steel baseline and enters the plant at 285 lbs. This frame allows the 2006 Corvette Z06 to enter the market at a 3100 lbs curb weight. Aluminum casting, extruding, stamping, hydroforming, laser welding, Metal Inert Gas (MIG) welding, Self Pierce Riveting (SPR), and full spaceframe machining make up the main technologies used to produce this spaceframe.

The General Motors (GM) Corvette design team was challenged with providing a C6 Z06 vehicle spaceframe that maintained the structural performance of its C5 predecessor while reducing mass by at least 56 kg. An additional requirement inherent to the project was that the design must be integrated into the C6 assembly processes with minimal disruption, i.e. seamless integration. In response to this challenge, a collaborative team was formed, consisting of design engineers from General Motors, Alcoa and Dana Corporation. The result of this collaborative effort is an aluminum Z06 spaceframe that satisfies the high performance expectations of the vehicle while reducing the mass by approximately 62 kg. The frame consists of aluminum extrusions, castings and sheets joined by MIG welding, laser welding and self-piercing rivets. The extrusions are 6XXX series alloys, the castings are permanent mold A356 while the sheet panels are formed from the 5XXX series of alloys.

The 2013 SRT Viper Carbon Fiber X-Brace, styled by Chrysler's Product Design Office (PDO), is as much of a work of art as it is an engineered structural component. Presented in this paper is the design evolution, development and performance refinement of the composite X-Brace (shown in Figure 1). The single-piece, all Carbon Fiber Reinforced Plastic (CFRP) X-Brace, an important structural component of the body system, was developed from lightweight carbon fiber material to maximize weight reduction and meet performance targets. The development process was driven extensively by virtual engineering, which applied CAE analysis and results to drive the design and improve the design efficiency. Topology optimization and section optimization were used to generate the initial design's shape, form and profile, while respecting the package requirements of the engine compartment.

Nissan gives its 2017 compact crossover a hybrid-electric powertrain option and electric A/C.

To effectively utilize larger trucks (85 ton and up), open-pit mines and quarries need a larger front-end loader with high reliability and performance. This paper describes the design approach and tests carried out to design 21 cubic yard 580 PAY® loader to meet these requirements. Long fatigue life of structures was obtained by use of full penetration welds. New concept for power control was designed to effectively distribute power between hydraulics and drive train. Spring applied - pressure released brakes were designed into the axle. Tests were carried out in our laboratory and proving grounds to determine performance and reliability.

This paper describes the after-treatment technology that could be used to meet a future BS-VII standard, considering close-coupled SCR (cc-SCR) to help start NOx conversion earlier. Both active (Cu/Fe-SCR based) and passive (V-SCR based) systems have the potential to meet emission limits. V-SCR may be considered in the rear position because V-SCR shows a fast response with very low N2O formation. Next-gen V-SCR technology shows significantly improved performance and durability closer to Cu-SCR. The steady-state NOx conversions over Next-Gen V-SCR were better than BS-VI V-SCR in both fresh and aged-580°C/100h conditions. High durability was also observed after engine aging of 1000h (WHTC + high load). Another big challenge in BS VII could be the PN10 requirement. With enhanced filtration coating (EFC) technology, PN emissions drop drastically in comparison to Euro VI reference without EFC to meet a future BS VII.

Fixed displacement pumps will continue to be a popular choice for hydraulic system designers for decades to come. These pumps are used in almost every industrial and mobile market segment and are generally less expensive than comparable variable displacement type pumps. Fixed displacement “Vane Type” pumps are especially popular because of their low noise characteristics as well as their inherent repair features. The demand for “Vane Type” fixed displacement pumps continues to grow in all market segments. Because of this continued demand, a new design of “fixed displacement vane pumps” is being developed. These pumps, designated the VPF Series, are targeted to offer continuous operating pressures up to 280 BAR with displacements from 40 to 215 cc/rev.

In order to take full advantage of SiC, a high temperature package for power module using SiC devices was designed, developed, fabricated and tested. The details of the material selection and fabrication process are described. High temperature reliability test and power test shows that the package presented in this paper can perform well at the high junction temperature.

A surface modification method by electrical discharge has been developed for the valve seats of aluminum cylinder heads. This method employs a conventional electrical discharge machine to generate continuous discharge arcs between an electrode and a cylinder head, whereby the molten electrode material is transferred and clad onto the valve seat area on the cylinder head. Using this new cladding method, a wear-resistant cladding can be formed on each valve seat area in a matter of minutes and, if the same number of electrodes as valve seat areas are set one on one, all the valve seat areas can be clad simultaneously. The advantages of this method include local cladding capability, outstanding adhesion, quick cladding speed, and excellent adaptability to various types of engines. The chemical composition of the cladding was determined by a preliminary test using dynamo engines, and the durability of the cladding was evaluated using the same dynamo engines.

Sundstrand has been investigating 270-Vdc/hybrid 115-Vac electrical power generating systems (EPGS) technology in preparation for meeting the electrical power generating system (EPGS) requirements for future aircraft (1). Systems such as the one being investigated are likely to be suitable for the More-Electric Aircraft (MEA) concepts presently under industry and military study. The present Sundstrand single-channel testbed is being further expanded to better understand the electrical system performance characteristics and power quality requirements of an MEA in which traditional mechanical subsystems are replaced by those of a “more-electric” nature. This paper presents the most recent Sundstrand 270-Vdc system transient performance data, and describes the modifications being made to the 270-Vdc/hybrid 115-Vac testbed.

Durability tests have been initiated on olefinic and production painted fascias. Both 2D and 3D tests have provided insights into Friction Induced Damage (FID) failure mechanics. Full scale, 3D tests of automotive fascia mimic the parking lot rubbing contact between cars with friction forces exceeding 5000. N. 2D tests provide the cost effective approach to materials research by isolating the failure mechanics in the upper 250 μm of the decorated TPO where the cosmetic damage is initiated. Initial findings show some olefinic paint, TPO combinations to be more damage resistant for realistic frictional contact scenarios.

2k clearcoat is the progressive step that is keeping coatings for elastomeric fascia in pace with the current automobile design, performance, and durability demands. Initially, rigid 2k coatings were applied over plastic for low temperature cure. Over metal, 2k rigid clearcoat produced a dramatic improvement in appearance and durability. Flexibility is the key attribute that a 2k clearcoat engineered for use over fascias must posses. Utilizing the same basecoat and primer, 2k flexible clearcoats are being successfully applied to flexible fascia, generating excellent appearance and outstanding durability.

Challenges surrounding OEM′s go far beyond to manufacture and delivery high quality vehicles. A perfect design and performance in the lowest cost possible is extremely essential to delivery to the customer the best vehicles. In order to guarantee all these targets, a robust process must be set to developed and implemented. It is known all process limitations, which faces the emergent markets and the lack of infrastructure considering the developed countries. All this limitations can deeply affect the robustness of the process. Some innovative solutions are becoming common from the engineering development combined with the manufacturing team to work out these limitations and provide excellent process stability. In this present paper it will be discussed the Bi component structural adhesive (2K PU epoxy) utilization to establish the process in the assembly line, mainly in order to improve parts dimensionally.

A historical review of the patents and literature pertaining to 3-valve stratified charge engines is presented in this paper. This very old invention appears to be a practical approach for the “clean engine” being sought for vehicular use since it has the intrinsic capability of simultaneously giving good fuel economy and producing minimal objectionable exhaust emissions. The prime requisites of this engine are a rich prechamber charge and a very lean main chamber charge regardless of prechamber volume, nozzle diameter, valving and spark plug location. Fuel-air equivalence ratios of the charges in the two combustion chambers are significantly important in order to achieve the proper optimization. These ratios should be about 15% rich for the prechamber and 15 to 30% lean for the main chamber at the moment of ignition.

Fine packaging is important for the bicycle transmission design. We are proposing a split power continuously variable transmission (SPCVT) operated with one mode. The planetary gear unit (PGU) in the SPCVT consists of two epicyclic gear trains. Both epicyclic gear trains do not include any ring gears to minimize the overall diameter of the transmission. A variator is connected to the PGU as a type of variable bridge. The variator involves two rotor pairs contacting on concave-convex spherical surfaces. This new mechanism of the variator shows a strong possibility to get high power density in comparison with other existing traction drives. A four-bar linkage is used to locate the counter rotor assembly exactly in the contact points of the rotor pair and extend the range of variator speed ratio. The crank is pulled by the wire connected to the speed control lever on the handle of bicycle.

A 3-D analysis of the flow through a multihole, V.C.O. (Valve Covered Orifice) nozzle for D.I. Diesel Engine has been carried out. The analysis was performed by means of a finite element code. The nozzle comprises five injection holes. Aims of the analysis were: the investigation of the pressure drops along the conical clearance between the needle and the nozzle; the evaluation of the energy losses in the injection holes; the disclosure of the velocity profile at the injection hole outlets. the differences of flowrate for each hole with geometrical asymmetries. This kind of analisys is the first step of a more complete spray analysis; in fact, the spray from an injection hole is influenced by the injection pressure and the velocity profile. In particular, the needle lift and the needle tip deviation have been parametrized. The analysis betters both the theoretical knowledge of this kind of nozzle and the hydraulic phenomena occurring inside.