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In this paper we are presenting the concept of automated park and charge functions in different use scenarios. The main scenario is automated park and charge in production and the other use scenario is within automated valet parking in parking garages. The automated park and charge in production is developed within the scope of the publicly funded project E-Self. The central aim of the project is the development and integration of automated driving at the end-of-line in the production at Ford Motor Company's manufacturing plant in Cologne. The driving function thereby is mostly based upon automated valet driving with an infrastructure based perception and action planning. Especially for electric vehicles the state of charge of the battery is critical, since energy is needed for all testing and driving operations at end-of-line.

As vibration and noise regulations become more stringent, numerical models need to incorporate more detailed damping treatments. Commercial frameworks, such as Nastran and Actran, allow the representation of trim components as frequency-dependent reduced impedance matrices (RIM) in frequency response analysis of fully trimmed models. The RIM is versatile enough to couple the trims to modal-based or physical components. If physical, the trim components are reduced on the physical coupling degrees of freedom (DOFs) for each connected interface. If modal, the RIMs are projected on the eigenmodes of the connected component. While a model size reduction is achieved compared to the original model, most numerical models possess an extensive number of interfaces DOFs, either modal or physical, leading to large dense RIM which triggers substantial memory and disk storage.

In response to global climate change, there is a widespread push to reduce carbon emissions in the transportation sector. For the difficult to decarbonize heavy-duty (HD) vehicle sector, lower carbon intensity fuels can offer a low-cost, near-term solution for CO2 reduction. The use of natural gas can provide such an alternative for HD vehicles while the increasing availability of renewable natural gas affords the opportunity for much deeper reductions in net-CO2 emissions. With this in consideration, the US National Renewable Energy Laboratory launched the Natural Gas Vehicle Research and Development Project to stimulate advancements in technology and availability of natural gas vehicles. As part of this program, Southwest Research Institute developed a hybrid-electric medium-HD vehicle (class 6) to demonstrate a substantial CO2 reduction over the baseline diesel vehicle and ultra-low NOx emissions.

Testing of ducted fuel injection (DFI) in a single-cylinder engine with production-like hardware previously showed that adding a duct structure increased soot emissions at the full load, rated speed operating point [1]. The authors hypothesized that the DFI flame, which travels faster than a conventional diesel combustion (CDC) flame, and has a shorter distance to travel, was being re-entrained into the on-going fuel injection around the lift-off length (LOL), thus reducing air entrainment into the on-going injection. The engine operating condition and the engine combustion chamber geometry were duplicated in a constant pressure vessel. The experimental setup used a 3D piston section combined with a glass fire deck allowing for a comparison between a CDC flame and a DFI flame via high-speed imaging. CH* imaging of the 3D piston profile view clearly confirmed the re-entrainment hypothesis presented in the previous engine work.

The strategy for emission reduction in the P2.5 hybrid system involves the optimization of engine torque, engine speed, catalyst heat duration, and motor torque regulation in a coordinated manner. In addition to employing traditional engine control methods used in HEV models, unique approaches can be utilized to effectively manage emissions. The primary principle is to ensure that the engine operates predominantly under steady-state conditions or limits its load to regulate emissions levels. The main contributions of this paper are as follows: The first is the optimization of catalyst heating stage. During the catalyst heating stage, the system divides it into one or two stages. In the first stage, the vehicle is driven by the motor while keeping the engine idle. This approach stabilizes catalyst heating and prevents fluctuations in air-fuel ratio caused by speed and load changes that could potentially worsen emissions performance.

With the advent of this new era of electric-driven automobiles, the simulation and virtual digital twin modeling world is now embarking on new sets of challenges. Getting key insights into electric motor behavior has a significant impact on the net output and range of electric vehicles. In this paper, a complete 3D CFD model of an Electric Motor is developed to understand its churning losses at different operating speeds. The simulation study details how the flow field develops inside this electric motor at different operating speeds and oil temperatures. The contributions of the crown and weld endrings, crown and weld end-windings, and airgap to the net churning loss are also analyzed. The oil distribution patterns on the end-windings show the effect of the centrifugal effect in scrapping oil from the inner structures at higher speeds. Also, the effect of the sump height with higher operating speeds are also analyzed.

Electrified vehicles represent mobility’s future, but they impose challenging and diverse requirements like range and performance. To meet these requirements, various components, such as battery cells, electric drives, fuel cells, and hydrogen vessels need to be integrated into a drive and storage system that optimizes the key performance indicators (KPI). However, finding the best combination of components is a multifaceted problem in the early phases of development. Therefore, advanced simulation tools and processes are essential for satisfying the customer´s expectation. EDAG Engineering GmbH has developed a flat storage platform, which is suitable for both, BEV and FCEV. The platform allows for the flexible and modular integration of batteries and hydrogen vessels. However, package space is limited and the impact of the design choices regarding the vehicle’s KPI need to be considered.

Plastic design is one of the upcoming fields of interest when it comes to weight optimization, sustainability, strength, and overall aesthetics of an automobile. What is often ignored is the amount of flexibility a plastic designer has, of integrating and packaging various components of an automobile into a single part and still make it an integral part of its complex aesthetics. This paper highlights upon one such part that is being developed: An integrated bracket which packages ADAS camera, Rain Light Sensor, and an Auto-dimming IRVM. Apart from packaging the mentioned components, this bracket also has mounting provisions for an aesthetic cover (also referred to as beauty cover). The objective of this paper is to highlight the importance of integration of several parts into a single part for packaging multiple components that need to be placed in a close proximity with each other.

The electrification of vehicles marks the introduction of new products to the automotive market and a continued effort to optimize their performance. The electric motor is an important component with which a further optimization of efficiency, power density and cost can be achieved. Additional benefits can be realized in the laminated core. This paper presents an innovative method to produce laminated stacks by a chain of processes different from conventional ways. The process chain presents a sequence of precision blanking, buffering, heat treatment and gluing. The effect of these processes is compared with existing solutions that typically contain some individual features but usually not the combination that enhances the overall effect. The heat treatment decreases residual stresses from previous process steps and reduces power losses in the laminated core. Depending on the design, benefits around 20% are found.

General Motors (GM) is working towards a future world of zero crashes, zero emissions and zero congestion. It’s “Ultium” platform has revolutionized electric vehicle drive units to provide versatile yet thrilling driving experience to the customers. Three variants of traction power inverter modules (TPIMs) including a dual channel inverter configuration are designed in collaboration with LG Magna e-Powertrain (LGM). These TPIMs are integrated with other power electronics components inside Integrated power electronics (IPE) to eliminate redundant high voltage connections and increase power density. The developed power module from LGM has used state-of-the art sintering technology and double-sided cooled structure to achieve industry leading performance and reliability. All the components are engineered with high level of integration skills to utilize across TPIM variants.

To satisfy the stringent regulations for exhaust gas emissions from gasoline-powered vehicles, large amounts of Rh and Pd have often been employed in three-way catalysts (TWCs) as the main active components. On the other hand, Pt-based TWCs are not often used in gasoline vehicles because Pt is readily sintered by its exhaust gases at approximately 1000 °C [1, 2]. In general, Pt-based TWCs must be located away from large thermal loads to maintain the active sites for gas purification. Based on this background, we previously reported that employing a small amount of CeO2 calcined at 1000 °C (cal-CeO2) in Pt-based TWCs was one of the most effective approaches for improving the catalytic activity without increasing the amount of Rh and Pd [3]. The effect of cal-CeO2 was attributed to the higher redox performance and Pt dispersion derived from the strong interactions between Ce and Pt.

This study delves into the microstructural and mechanical characteristics of AlSi10Mg alloy produced through the Laser Powder Bed Fusion (L-PBF) method. The investigation identified optimal process parameters for AlSi10Mg alloy based on Volume Energy Density (VED). Manufacturing conditions in the L-PBF process involve factors like laser power, scan speed, hatching distance, and layer thickness. Generally, high laser power may lead to spattering, while low laser power can result in lack-of-fusion areas. Similarly, high scan speeds may cause lack-of-fusion, and low scan speeds can induce spattering. Ensuring the quality of specimens and parts necessitates optimizing these process parameters. To address the low elongation properties in the as-built condition, heat treatment was employed. The initial microstructure of AlSi10Mg alloy in its as-built state comprises a cell structure with α-Al cell walls and eutectic Si.

The handling of flexible components creates a unique problem set for pick and place automation within automotive production processes. Fabrics and woven textiles are examples of flexible components used in car interiors, for air bags, as liners and in carbon-fiber layups. These textiles differ greatly in geometry, featuring complex shapes and internal slits with varying material properties such as drape characteristics, crimp resistance, friction, and fiber weave. Being inherently flexible and deformable makes these materials difficult to handle with traditional rigid grippers. Current solutions employ adhesive, needle-based, and suction strategies, yet these systems prove a higher risk of leaving residue on the material, damaging the weave, or requiring complex assemblies. Pincer-style grippers are suitable for rigid components and offer strong gripping forces, yet inadvertently may damage the fabric, and introduce wrinkles / folded-over edges during the release process.

The need for eco-friendly vehicle powertrains has increased drastically in recent years. The most critical component of an electric vehicle is the battery pack/cell. The choice of the appropriate cell directly determines the size, performance, range, life, and cost of the vehicle. Lithium-ion batteries with high energy density and higher cycle life play a crucial role in the progress of the electric vehicle. However, the packaging of lithium-ion cells is expected to meet lots of assembly demands to increase their life and improve their functional safety. Due to their low mechanical stability, the lithium-ion cell modules must have external pressure on the cell surface for improved performance. The cells must be stacked in a compressed condition to exert the desired pressure on the cell surface using compression foam/pads. The compression pads can be either packaged between each cell or once in every set of cells based on the cell assembly requirements.

Aluminum alloy has become an indispensable part of the automotive industry because of its excellent mechanical properties such as lightweight, high strength, high reliability, maintainability, and low cost. Aluminum alloy is used in automobiles, such as engine blocks, cylinder heads, intake manifolds, brake components, and fuel tanks. Fatigue and fracture are the main reasons for its engineering failure. Surface strengthening techniques, such as ultrasonic shot peening (USP), are often used to improve the fatigue resistance of aluminum alloys. This article expounds on the working principle of USP and elucidates the influence of USP process parameters on the surface characteristics of aluminum alloy. Experimental results observed the effects of USP parameters on surface properties such as surface roughness, microhardness, and surface morphology.

Cast austenitic stainless steels, such as 1.4837Nb, are widely used for turbo housing and exhaust manifolds which are subjected to elevated temperatures. Due to assembly constraints, geometry limitation, and particularly high temperatures, thermomechanical fatigue (TMF) issue is commonly seen in the service of those components. Therefore, it is critical to understand the TMF behavior of the cast steels. In the present study, a series of fatigue tests including isothermal low cycle fatigue tests at elevated temperatures up to 1100°C, in-phase and out-of-phase TMF tests in the temperature ranges 100-800°C and 100-1000°C have been conducted. Both creep and oxidation are active in these conditions, and their contributions to the damage of the steel are discussed.

Strength, creep, and fatigue of the chassis components are greatly influenced by the material used and its manufacturing process. Alloy wheel is one of the critical chassis components manufactured using the casting process. Secondary Dendrite Arm Spacing (SDAS) is one of the important microstructural parameters generated during the solidification stage of the casting process. SDAS has a significant role in altering the mechanical properties and the behavior of the component. Variation in solidification time and alloy composition will have a major impact in SDAS. The combined effect of SDAS with microstructural variations and the strength behavior has not been studied in earlier literature for an alloy wheel. The scope of this study is to perform casting simulation for an alloy wheel, predict the SDAS and capture the variation of mechanical properties (yield strength, ultimate tensile strength & elongation).

The steam reforming of CH4 plays a crucial role in the high-temperature activity of natural gas three-way catalysts. Despite existing reports on sulfur inhibition in CH4 steam reforming, there is a limited understanding of sulfur storage and removal dynamics under various lambda conditions. In this study, we utilize a 4-Mode sulfur testing approach to elucidate the dynamics of sulfur storage and removal and their impact on three-way catalyst performance. We also investigate the influence of sulfur on CH4 steam reforming by analyzing CH4 conversions under dithering, rich, and lean reactor conditions. In the 4-Mode sulfur test, saturating the TWC with sulfur at low temperatures emerges as the primary cause of significant three-way catalyst performance degradation. After undergoing a deSOx treatment at 600 °C, NOx conversions were fully restored, while CH4 conversions did not fully recover.

At the dawn of battery electric vehicles (BEVs), protection of automotive battery systems as well as passengers, especially from severe side impact, has become one of the latest and most challenging topics in the BEV crashworthiness designs. Accordingly, two material-selection concepts are being justified by the automotive industry: either heavy-gauge extruded aluminum alloys or light-gauge advanced high-strength steels (AHSSs) shall be the optimal materials to fabricate the reinforcement structures to satisfy both the safety and lightweight requirements. In the meantime, such a justification also motivated an ongoing C-STARTM (Cliffs Steel Tube as Reinforcement) Protection project, in which a series of modularized steel tube assemblies, were demonstrated to be more cost-efficient, sustainable, design-flexible, and manufacturable than the equivalent extruded aluminum alloy beams as BEV reinforcement structures.

Titanium alloy specification for bars, forgings, and flash welded rings.