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Delphi is developing a new combustion technology called Gasoline Direct-injection Compression Ignition (GDCI), which has shown promise for substantially improving fuel economy. This new technology is able to reuse some of the controls common to traditional spark ignition (SI) engines; however, it also requires several new sensors and actuators, some of which are not common to traditional SI engines. Since this is new technology development, the required hardware set has continued to evolve over the course of the project. In order to support this development work, a highly capable and flexible electronic control system is necessary. Integrating all of the necessary functions into a single controller, or two, would require significant up-front controller hardware development, and would limit the adaptability of the electronic controls to the evolving requirements for GDCI.

The present paper reports on a study of the HVAC energy usage for an EREV (extended range electric vehicle) implementation of a localized cooling/heating system. Components in the localized system use thermoelectric (TE) devices to target the occupant's chest, face, lap and foot areas. A novel contact TE seat was integrated into the system. Human subject comfort rides and a thermal manikin in the tunnel were used to establish equivalent comfort for the baseline and localized system. The tunnel test results indicate that, with the localized system, HVAC energy savings of 37% are achieved for cooling conditions (ambient conditions greater than 10 °C) and 38% for heating conditions (ambient conditions less than 10 °C), respectively based on an annualized ambient and vehicle occupancy weighted method. The driving range extension for an electric vehicle was also estimated based on the HVAC energy saving.

Balancing the fill sequence of multiple cavities in a rubber injection mold is desirable for efficient cure rates, optimized cure times, and consistent quality of all molded parts. The reality is that most rubber injection molds do not provide a consistent uniform balanced fill sequence for all the cavities in the mold - even if the runner and cavity layout is geometrically balanced. A new runner design technique, named “The Vanturi Effect”, is disclosed to help address the inherent deficiencies of traditional runner and cavity layouts in order to achieve a more balanced fill sequence. Comparative analysis of molded runner samples reveals a significant and positive improvement in runner and cavity fill balancing when the Vanturi Effect is integrated into the runner design.

In recent years, a number of key influences are contributing to accelerate technological innovation in the automotive industrial sector. Concerns about renewable energy resource, fossil-fuels crises and higher gasoline prices, global warming awareness and environmental impacts, scarcity of minerals/metals and electronics demands rising are some of the major challenges for vehicle automakers and their suppliers. The interest in alternative fuel vehicles, especially hybrid-electrical vehicles (HEV) or renewable energy power concepts for road vehicles has become intensified and represents a significant area of research and development in order to meet nowadays global demands. However because of Hybrid Vehicles unique Power Supply System the electrical/electronic architecture (E/E) is sophisticated, requesting more robust sealing and a particular wiring harness components, such as connector, terminals and cables.

While the potential emissions and efficiency benefits of HCCI combustion are well known, realizing the potentials on a production intent engine presents numerous challenges. In this study we focus on identifying challenges and opportunities associated with a production intent cam-based variable valve actuation (VVA) system on a multi-cylinder engine in comparison to a fully flexible, naturally aspirated, hydraulic valve actuation (HVA) system on a single-cylinder engine, with both platforms sharing the same GDI fueling system and engine geometry. The multi-cylinder production intent VVA system uses a 2-step cam technology with wide authority cam phasing, allowing adjustments to be made to the negative valve overlap (NVO) duration but not the valve opening durations. On the single-cylinder HVA engine, the valve opening duration and lift are variable in addition to the NVO duration. The content of this paper is limited to the low-medium operating load region at 2000 rpm.

Spot, or distributed, cooling and heating is an energy efficient way of delivering comfort to an occupant in the car. This paper describes an approach to distributed cooling in the vehicle. A two passenger CFD model of an SUV cabin was developed to obtain the solar and convective thermal loads on the vehicle, characterize the interior thermal environment and accurately evaluate the fluid-thermal environment around the occupants. The present paper focuses on the design and CFD analysis of the energy efficient HVAC system with spot cooling. The CFD model was validated with wind tunnel data for its overall accuracy. A baseline system with conventional HVAC air was first analyzed at mid and high ambient conditions. The airflow and cooling delivered to the driver and the passenger was calculated. Subsequently, spot cooling was analyzed in conjunction with a much lower conventional HVAC airflow.

The success of stratified combustion is strongly determined by the injection and ignition system used. A large temporal and spatial variation of the main parameters - mixture composition and charge motion - in the vicinity of the spark location are driving the demands for significantly improved ignition systems. Besides the requirements for conventional homogeneous combustion systems higher ignition energy and breakdown voltage capability is needed. The spark location or spark plug gap itself has to be open and well accessible for the mixture to allow a successful flame kernel formation and growth into the stratified mixture regime, while being insensitive to potential interaction with liquid fuel droplets or even fuel film. For this purpose several different ignition concepts are currently being developed. The present article will give an ignition system overview for stratified combustion within Delphi Powertrain Systems.

The focus of this study is to determine the effect of using B-20 (a blend of 20% soybean methyl ester biodiesel and 80% ultra low sulfur diesel fuel) on the combustion process, performance and exhaust emissions in a High Speed Direct Injection (HSDI) diesel engine equipped with a common rail injection system. The engine was operated under simulated turbocharged conditions with 3-bar indicated mean effective pressure and 1500 rpm engine speed. The experiments covered a wide range of injection pressures and EGR rates. The rate of heat release trace has been analyzed in details to determine the effect of the properties of biodiesel on auto ignition and combustion processes and their impact on engine out emissions. The results and the conclusions are supported by a statistical analysis of data that provides a quantitative significance of the effects of the two fuels on engine out emissions.

The implementation and development efforts of lean NOx trap catalysts for heavy-duty applications decreased a number of years ago. Most heavy-duty engine manufacturers realized that the system complexity as well as the durability of such a system does not allow large volume production without significant risk. The current consensus of the heavy-duty community is that for 2010 the SCR system will be the prime path to meet the 0.2 g/bHPhr NOx emission standard, although this is subject to adequate infrastructure investment and progress. As a low volume manufacturer, in order to comply with the 2007 heavy-duty phase-in emission standards, General Engine Products (a subsidiary of AM General LLC) integrated a NOx adsorber system on the Optimizer 6500 engine. This engine features split combustion chamber design, rotary fuel injection pump and operates with EGR.

In order to allow continued production of the AM General Optimizer 6500 during MY 2007 through 2010 this IDI engine (Indirect Injection - swirl chamber) requires sophisticated aftertreatment controls while maintaining its fuel economy and durability. The main purpose of the development program was to retain the relatively inexpensive and simple base engine with distributor pump and waste-gated turbocharger, while adding hardware and software components that allow achievement of the phase-in emission standards for 2007 through 2010. The aftertreatment system consists of Diesel Oxidation Catalyst (DOC), NOx Adsorber Catalyst (or DeNOx Trap - DNT) and Diesel Particle Filter (DPF). In addition to the base hardware, an intake air throttle valve and an in-exhaust fuel injector were installed. The presented work will document the development process for a 2004 certified 6.5 l IDI heavy-duty diesel engine to comply with the 2007 heavy-duty emission standards.

An experiment was performed with a 1.3L catalytic converter design containing a front and rear catalyst each having a volume of 0.65 liters. This investigation varied the front catalyst parameters to study the effects of 1) substrate diameter, 2) substrate cell density, 3) Pd loading and 4) Rh loading on the FTP emissions on three different vehicles. Engine displacement varied from 2.4L to 4.7L. Eight different converters were built defined by a Taguchi L-8 array. Cold flow converter restriction results show the tradeoff in converter restriction between substrate cell density and substrate diameter. Vehicle FTP emissions show how the three vehicles are sensitive to the four parameters investigated. Platinum Group Metals (PGM) prices and Federal Test Procedure (FTP) emissions were used to define the emission value between the substrate properties of diameter and cell density to palladium (Pd) and rhodium (Rh) concentrations.

Dual-monolith catalyst systems containing Pd/Rh three-way catalysts (TWCs) provide effective emission solutions for LEV2/Bin 5 and Bin 4 close-coupled applications at low PGM loadings. These systems combine washcoat technology and PGM distribution for front and rear catalysts resulting in optimal hydrocarbon and NOx light-off and transient NOx control. The dual-catalyst [Pd/Rh + Pd/Rh] systems are characterized as a function of Pd-Rh content, PGM location, and catalyst technology for 4-cyl [close-coupled + underfloor] systems and 6-cyl close-coupled applications. The current Pd/Rh dual-catalyst converters significantly reduce NOx emissions compared to earlier [Pd + Pt/Rh] or [Pd + Pd/Rh] LEV/ULEV systems by utilizing uniform Rh distribution and new OSC materials. These new design strategies particularly impact NOx performance, especially during transient A/F excursions.

The purpose of the present paper is to develop an engine simulation tool in a commercial CFD code to study the spray and mixing process that can be used to access the performance of a Gasoline Direct Injection (GDI) engine. The ignition, combustion and pollutant formation are strongly dependent on the quality of the fuel-air mixture. The fuel is injected directly into the combustion chamber by high-pressure fuel injector. The fuel atomization and evaporation process takes place due to the interaction of the small fuel particles generated by the injector and the in-cylinder air motion. Experimental study on the spray and mixing process is difficult and expensive, which has been recognized as a major obstacle towards the optimization of the combustion chamber geometry, engine components and the injection strategies.

A Robust Engineering experiment was performed to determine the effects PGM loading and placement on the FTP emissions of a 4 cylinder 2.4L and two 8 cylinder 4.7L vehicles. 1.3L catalytic converters were used containing a front and rear catalyst of equal volume. The experiment is defined by a Taguchi L-8 array. Eight different combinations of catalyst PGM loadings were aged and evaluated. Results show that nmHC and NOx emissions are predominately affected by the PGM loading of the front catalyst. The rear catalyst is insensitive to either Pt or Pd which can be used at low concentrations. Results also compare the benefits of Pd and Rh to reduce emissions. Confirmation runs suggest that significant reductions in PGM cost can be achieved over baseline designs.

A new family of automotive three-way conversion (TWC) catalyst technologies has been developed using a Precision Metal Addition (PMA) process. Precious metal (PGM) fixation onto the support occurs during the PMA step when the PGM is added to the slurry immediately prior to application to the monolith substrate. PMA slurries can be prepared with high precision and the slurry manufacturing process is greatly simplified. Further, it has been found that with the use of new generation washcoat (WC) materials, the same WC composition can be used for all three PGMs - Pt, Pd & Rh. Negative interactions between Pd and Rh in the same WC layer do not occur, providing advantages over older technologies. Thus, new WC compositions coupled with the PMA process offers precious metal flexibility. This FlexMetal family of catalyst technologies includes single layer Pd-only, Pd/Rh and Pt/Rh and dual layer bi-metal Pd/Rh and Pt/Rh and tri-metal Pt/Pd/Rh.

Our customers expect in their vehicles the same constant connectivity that they experience in their homes through high speed internet portals. New services based on these advances will be transparent and ubiquitous - completely integrated into our lives, just as electricity comes to the wall socket or water from the faucet. The Wi-Fi Radio implements this vision using Wireless Fidelity (Wi-Fi) based on the suite of IEEE 802.11 standards. Drivers have constant wireless connectivity and personalized digital content made available to them through the Wi-Fi Radio. Ford and our partner Delphi developed the Wi-Fi Radio to overcome the inherent functional and packaging limitations of our vehicles, to quickly introduce new technology at affordable prices and to seamlessly integrate new services into the vehicle. We chose the radio as the integration site because the radio is accessible to every customer and affordable on every vehicle.

In recent years, climate protection has become as important as ozone layer protection was in the late 1980's and early 1990s. Concerns about global warming and climate change have culminated in the Kyoto Protocol, a treaty requiring its signatories to limit their total emission of greenhouse gases to pre-1990 levels by 2008. The inclusion of hydrofluorocarbons (HFCs) as one of the controlled substances in the Kyoto Protocol has increased global scrutiny of the global warming impact of HFC-134a (called R-134a when used as a refrigerant), the current mobile air conditioning refrigerant. Industry's first response was to begin improving current R-134a systems to reduce leakage, reduce charge, and increase system energy efficiency, which in turn reduces tailpipe CO2 emissions. An additional option would be to replace the current R-134a with a refrigerant of lower global warming impact. This paper documents the use of another HFC, R-152a, in a mobile A/C system.

Utilization of direct injection systems is one of the most promising technologies for fuel economy improvement for SI engine powered passenger cars. Engine performance is essentially influenced by the characteristics of the injection equipment. This paper will present CFD analyses of a swirl type GDI injector carried out with the Multiphase Module of AVL's FIRE/SWIFT CFD code. The simulations considered three phases (liquid fuel, fuel vapor, air) and mesh movement. Thus the transient behavior of the injector can be observed. The flow phenomena known from measurement and shown by previous simulation work [2, 7, 10, 11] were reproduced. In particular the simulations shown in this paper could explain the cause for the outstanding atomization characteristics of the swirl type injector, which are caused by cavitation in the nozzle hole.

The relationship between engine oil formulations and catalyst performance was investigated by comparatively testing five engine oils. In addition to one baseline production oil with a calcium plus magnesium detergent system, the remaining four oils were specifically formulated with different additive combinations including: one worst case with no detergent and production level zinc dialkyldithiophosphate (ZDTP), one with calcium-only detergent and two best cases with zero phosphorus. Emissions performance, phosphorus loss from the engine oil, phosphorus-capture on the catalyst and engine wear were evaluated after accumulating 100,000 miles of taxi service in twenty vehicles. The intent of this comparative study was to identify relative trends.

The solid oxide fuel cell (SOFC) system has emerged as an important technology for automotive and stationary applications. Modeling and simulation of the SOFC system have been utilized as an integral tool in an accelerated joint SOFC system development program. Development of unique modeling approaches and their results are discussed and compared with experimental performance. One dimensional system level analysis using Aspen with an embedded stack electrochemical model was performed resulting in effective sub-system partitioning and requirements definition. Further, a three-dimensional integrated electrochemical / thermal / computational fluid dynamics analysis of steady-state operation was employed. The combination of one-dimensional and three-dimensional environments led to effective performance projection at all levels in the system, resulting in optimization of overall system performance early in the design cycle.