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Long fiber reinforced plastics (LFRP) have exhibited superior mechanical performance and outstanding design flexibility, bringing them with increasing popularity in the automotive structural design. Due to the injection molding process, the distribution of long fibers varies at different locations throughout the part, resulting in anisotropic and non-uniform mechanical properties of the final LFRP parts. Images from X-ray CT scan of the materials show that local volume fraction of the long fibers tends to be higher at core than at skin layer. Also fibers are bundled and tangled to form clusters. Most of the current micromechanical material models used for LFRP are extended from those for short fibers without adequate validation. The effect of the complexity of long fibers on the material properties is not appropriately considered. Thus, modeling of these materials is lagging behind the material manufacturing and design development, which in turn limits their further development.

We present research in progress to develop and implement a transportable instrumentation package (TIP) to collect driver data in a vehicle. The overall objective of the project is to investigate the symbiotic relationship between humans and their vehicles. We first describe the state-of-art technologies to build the components of TIP that meet the criteria of ease of installation, minimal interference with driving, and sufficient signals to monitor driver state and condition. This method is a viable alternative to current practice which is to first develop a fully instrumented test vehicle, often at great expense, and use it to collect data from each participant as he/she drives a prescribed route. Another practice, as for example currently being used in the SHRP-2 naturalistic driving study, is to install the appropriate instrumentation for data collection in each individual's vehicle, often requiring several hours.

Rare earths are a group of elements whose availability has been of concern due to monopolistic supply conditions and environmentally unsustainable mining practices. To evaluate the risks of rare earths availability to automakers, a first step is to determine raw material content and value in vehicles. This task is challenging because rare earth elements are used in small quantities, in a large number of components, and by suppliers far upstream in the supply chain. For this work, data on rare earth content reported by vehicle parts suppliers was assessed to estimate the rare earth usage of a typical conventional gasoline engine midsize sedan and a full hybrid sedan. Parts were selected from a large set of reported parts to build a hypothetical typical mid-size sedan. Estimates of rare earth content for vehicles with alternative powertrain and battery technologies were made based on the available parts' data.

This paper is the third in the series of documents designed to record the progress on the SAE Plug-in Electric Vehicle (PEV) communication task force. The initial paper (2010-01-0837) introduced utility communications (J2836/1™ & J2847/1) and how the SAE task force interfaced with other organizations. The second paper (2011-01-0866) focused on the next steps of the utility requirements and added DC charging (J2836/2™ & J2847/2) along with initial effort for Reverse Power Flow (J2836/3™ & J2847/3). This paper continues with the following: 1. Completion of DC charging's 1st step publication of J2836/2™ & J2847/2. 2. Completion of 1st step of communication requirements as it relates to PowerLine Carrier (PLC) captured in J2931/1. This leads to testing of PLC products for Utility and DC charging messages using EPRI's test plan and schedule. 3. Progress for PEV communications interoperability in J2953/1.

A new diesel engine, called the 6.7L Power Stroke® V-8 Turbo Diesel and code named "Scorpion" was designed and developed by Ford Motor Company for the full-size pickup truck and light commercial vehicle markets. A high pressure Exhaust Gas Recirculation (EGR) layout in combination with a Variable Geometry Turbine (VGT) is used to deliver cooled EGR for in-cylinder NOx reduction. The cylinder-to-cylinder variation of EGR and swirl ratio is tightly controlled by the careful design of the EGR mixer and intake system flow path to reduce variability of cylinder-out PM and NOx emissions. 3D-CFD studies were used to quickly screen several EGR mixer designs based on mixing efficiency and pressure drop considerations. To optimize the intake system, 1D-3D co-simulation methodology with AVL-FIRE and AVL-BOOST has been used to assess the cylinder-to-cylinder EGR distribution and dynamic swirl.

ACOUSTOMIZE™ is a new method of acoustic evaluation used for the purpose of understanding and optimizing NVH performance of vehicles. The following paper documents a case study of the ACOUSTOMIZE™ test methodology on a passenger car BIW. This study includes an analysis of noise flow through BIW locations, a comparison of noise sound levels through BIW cavities with and without a sound treatment package and a comparison of the original cavity sealing design package consisting of baffles, tapes and baggies to low density polyurethane NVH Foam. The results of the study show detection of complex BIW pass throughs that the body leakage test (BLT) was not able to find. In addition, the data shows improved noise reduction with the low density polyurethane foam versus the original cavity sealing design package.

A benchmark study was conducted to assess the capability of an open source CFD based process to accurately simulate the physics of the flow field around various vehicle types. The ICON FOAMpro process was used to simulate the flow field of four baseline geometries of a Truck, CD-Car, B-Car and an SUV. Further studies were carried out to assess the effects of geometry variations on the predicted aerodynamic lift and drag. A Detached-Eddy Simulation (DES) approach was chosen for the benchmarks. In addition to aerodynamic lift and drag values, the results for surface pressure data, surface and wake flow fields were calculated. These results were compared with values obtained using Ford's existing CFD processes.

The use of lightweight materials in automotive application has greatly increased in the past two decades. A need to meet customer demands for vehicle safety, performance and fuel efficiency has accelerated the development, evaluation and employment of new lightweight materials and processes. The 50 SAE Technical papers contained in this publication document the processes, guidelines, and physical and mechanical properties that can be applied to the selection and design of lightweight components for automotive applications. The book starts off with an introduction section containing two 1920 papers that examine the use of aluminum in automobiles.

The automotive industry is investigating the change of electrical system voltage in a vehicle from the present 14 volt (12V battery) to 42 volt (36V battery) to integrate new electrical and electronic features. These new features require more amperes, thicker wires, large power devices, and eventually higher cost. The existing 14V system is very difficult to sustain so much content because of constraints of performance, efficiency, cost, packaging space, and manufacture-ability. This paper discusses foreseeable needs moving to a higher voltage, and reasons of 42V selection. It explores benefits and drawbacks when the voltage is changed from 14V to 42V in the areas of wire harness, power electronics, smart switching, power supply, etc. Finally, two typical 42/14V dual voltage architectures are presented for a likely 42V transition scenario.

Accessory belt “chirp” noise is a major quality issue in the automotive and truck industry. Chirp noise control is often achieved by very tight pulley alignment, a guideline being .33 degree maximum belt entry angle into each grooved pulley. Occasionally belts will chirp at pulleys where the system alignment is this good or better. This study offers an explanation for such occurrences. This is a study to see if fundament groove side sticking theory correlates with the belt entry angle, and how the coefficient of friction relates to this entry angle. The study combines theory with lab data. In summary, the study fundamentally links the coefficient of friction of the belt to the belt chirp noise phenomenon, and allows the projection of a belt's general tendency to chirp to be predicted by the measurement of belt coefficient of friction on a test stand.