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Fully Flexible Valve Actuation (FFVA) systems provide maximum flexibility to adjust lift profiles of engine intake and exhaust valves. A research grade electro-hydraulic servo valve based FFVA system was designed to be used with an engine in a test cell to precisely follow desired lift profiles. Repetitive control was chosen as the control strategy. Crank angle instead of time is used to trigger execution to ensure repeatability. A single control is used for different engine speeds even though the period for one revolution changes with engine speeds. The paper also discusses lift profile extension, instantaneous lift profile switching capability and built-in safety features.

Brake caliper and corner behavior in the off-brake condition can lead, at times, to brake system performance issues such as residual drag (and related issues such as pulsation, judder, and loss of fuel economy), and caliper pryback during aggressive driving maneuvers. The dynamics in the brake corner can be strikingly complex, with numerous friction interfaces, rubber component and grease dynamics, deflections of multiple components, and significant dependence on usage conditions. Displacements of moving parts are usually small, and the residual forces in the caliper interfaces involved are also small in comparison with other forces acting on the same components, making direct observation very difficult. The present work attempts to illuminate off-brake behavior in two different conditions - residual drag and pryback - through the use of low-range pressure distribution sensors placed in between the caliper (pistons and fingers) and the brake pad pressure plates.

As a result of raised awareness regarding the proliferation of individual OEM recommended ATFs, and discussion in various forums regarding the possibility of ‘universal’ service fill fluids, it was decided to study how divergent individual OEM requirements actually are by comparing the fluids performance in industry standard tests. A bench-mark study was carried out to compare the performance of various OEM automatic transmission fluids in selected industry standard tests. All of the fluids evaluated in the study are used by certain OEMs for both factory and service fill. The areas evaluated included friction durability, oxidation resistance, viscosity stability, aeration and foam control. The results of this study are discussed in this paper. Based on the results, one can conclude that each ATF is uniquely formulated to specific OEM requirements.

Although rollover crashes represent a small fraction (approximately 3%) of all motor vehicle crashes, they account for roughly one quarter of crash fatalities to occupants of cars, light trucks, and vans (NHTSA Traffic Safety Facts, 2004). Therefore, the National Highway Traffic Safety Administration (NHTSA) has identified rollover injuries as one of its safety priorities. Motor vehicle manufacturers are developing technologies to reduce the risk of injury associated with rollover collisions. This paper describes the development by General Motors Corporation (GM) of a suite of laboratory tests that can be used to develop sensors that can deploy occupant protection devices like roof rail side air bags and pretensioners in a rollover as well as a discussion of the challenges of conducting this suite of tests.

A methodology involving Design for Six Sigma (DFSS) and Multi-body dynamic simulation is employed to tune a body-on-frame vehicle, for improved ride (shake) performance. The design space is limited to four sets of symmetric body mounts for a vehicle. The stiffness and damping characteristics of the mounts are the control factors in the virtual experiment. Variation of these design parameters from the nominal settings, as well as axle size, tire and wheel combinations, tire pressure, shock damping, and vehicle speed constitute the noise factors. This approach proves to be an excellent predictor of the vehicle behavior, by which much insight as to influence of each parameter on vehicle performance is gained. Ultimately, specific recommendations for the control factor settings are provided. Subsequent hardware builds show excellent agreement with the analytical model and suggested tuning.

A detailed description of the oxidative stability of GM's DEXRON®-VI Factory Fill Automatic Transmission Fluid (ATF) is provided, which can be integrated into a working algorithm to estimate the end of useful oxidative life of the fluid. As described previously, an algorithm to determine the end of useful life of an automatic transmission fluid exists and is composed of two simultaneous counters, one monitoring bulk oxidation and the other monitoring friction degradation [1]. When either the bulk oxidation model or the friction model reach the specified limit, a signal can be triggered to alert the driver that an ATF change is required. The data presented in this report can be used to develop the bulk oxidation model. The bulk oxidation model is built from a large series of bench oxidation tests. These data can also be used independent of a vehicle to show the relative oxidation resistance of this fluid, at various temperatures, compared to other common lubricants.

During early 2005 General Motors released a newly developed ATF for the factory fill of all GM Powertrain stepped gear automatic transmissions. The new fluid provided significantly improved performance in terms of friction durability, viscosity stability, aeration and foam control and oxidation resistance. In addition, the fluid has the potential to enable improved fuel economy and extended drain intervals. Since the performance of the new fluid far exceeded that of the DEXRON®-III service fill fluids available at the time it became necessary to upgrade the DEXRON® service fill specification in order to ensure that similar fluids were available in the market for service and repair situations. This latest upgrade to the service fill specification is designated DEXRON®-VI [1].

A spectroscopic diagnostic system was designed to study the effects of different engine parameters on the chemiluminescence characteristic of HCCI combustion. The engine parameters studied in this work were intake temperature, fuel delivery method, fueling rate (load), air-fuel ratio, and the effect of partial fuel reforming due to intake charge preheating. At each data point, a set of time-resolved spectra were obtained along with the cylinder pressure and exhaust emissions data. It was determined that different engine parameters affect the ignition timing of HCCI combustion without altering the reaction pathways of the fuel after the combustion has started. The chemiluminescence spectra of HCCI combustion appear as several distinct peaks corresponding to emission from CHO, HCHO, CH, and OH superimposed on top of a CO-O continuum. A strong correlation was found between the chemiluminescence light intensity and the rate of heat release.

Measurement of gear noise requires accurate measurement of gear mesh harmonic sound levels. The sound signal may include sidebands, such that the frequency bandwidth and computation method of respective “order tracking” analysis will have a profound effect on measured sound levels. A further consideration is the spatial distribution of the sound field inside typical passenger cars and light duty trucks, in which sound levels can change dramatically within small distances. This paper provides a discussion of the data processing and measurement location effects at hand. It explains their influence and provides guidelines for their selection.

The ozone forming potential (OFP) and specific reactivity (SR) of tailpipe exhaust are among the factors that determine the environmental impact of a motor vehicle. OFP and SR measurements require a lengthy determination of about 190 non-methane hydrocarbon species. A rapid gas chromatography (GC) instrument has been constructed to separate both the light (C2 - C4) and the midrange (C5 - C12) hydrocarbons in less than 10 minutes. The limit of detection is about 0.002 parts per million carbon (ppmC). Thirty exhaust samples from natural gas vehicles (NGV's) were analyzed to compare the rapid GC method with the standard GC method, which required 40-minute analyses on two different instruments. In general, evaluation of the commercial prototype from Separation Systems, Inc., indicates that a high speed, high resolution gas chromatograph can meet the need for fast, efficient exhaust hydrocarbon speciation.

In a complex system, large numbers of design variables and responses are involved in performance analysis. Relationships between design variables and individual responses can be complex, and the outcomes are often competing. In addition, noise from manufacturing processes, environment, and customer misusage causes variation in performance. The proposed method utilizes the two-step optimization process from robust design and performs the optimization on multiple responses using Hotelling's T2 statistic. The application of the T2-statistic allows the use of univariate tools in multiple objective problems. Furthermore, the decomposition of T20 into a location component, T2M and a dispersion component, T2D substitutes a complex multivariate optimization process with the simpler two-step procedure. Finally, using information from the experiment, a multivariate process capability estimates for the design can be made prior to hardware fabrication.

The goal of this study is to assess the total Life Cycle Global Warming Impact of the current HFC-134a (R134a) refrigeration system and compare it with the effect of proposed alternatives, HFC-134a Enhanced, HFC-152 (R152a), R744, R744 Enhanced and R290, based on life cycle analysis (LCA). The enhanced systems include control strategies to elevate the compressor suction pressure as the evaporator load is reduced. The hydrofluorocarbons HFC-134a and HFC-152a are greenhouse gases (GHGs) and are subject to the Kyoto Protocol timetables, which when the treaty takes effect will require participating developed countries to reduce their overall CO2 equivalent emissions of six GHGs by at least 5% by 2012 from 1990 levels.

In 1999, the Society of Automotive Engineers established the Fuel Cell Standards Committee (FCSC). The Committee is organized in subcommittees that address issues such as Interface, Hydrogen (H2) Quality, Safety, Performance, Emissions and Fuel Consumption, Recycling and Terminology. Since its inception the SAE/FCSC has published several recommended practices, which have drawn the attention of national and international organizations. These include SAE J2578 (Fuel Cell Vehicle Safety), SAE J2600 (Compressed H2 Surface Vehicle Refueling Devices), and SAE J2594 (Recyclability of Fuel Cell Systems). The need for having one common grade of hydrogen for all US commercial hydrogen-refueling stations for FCVs was the reason to establish the H2 Quality Task Force (HQTF) in late 2003. At the present time there is no representative US-national or international standard addressing the quality of hydrogen fuel that is acceptable for fuel cell vehicles.

This paper describes some methods for greatly reducing or possibly eliminating subjective tuning of suspension parts for ride and handling. Laptop computers can now be used in the vehicle to guide the tuning process. The same tools can be used to select solutions that reduce sensitivity to production and environmental variations. OBJECTIVE Reduce or eliminate time required for tuning of suspension parts for ride characteristics. Improve the robustness of ride performance relative to variations in ambient temperature and production tolerances. PROBLEM REQUIRING SOLUTION AND METHOD OF APPROACH Traditional development programs for new vehicles include time-consuming subjective ride evaluations. One example is shock absorber tuning. Even if sophisticated models define force-velocity curves, numerous hardware iterations are needed to find valvings that will reproduce the curves. Many evaluation rides are needed to modify the valvings to meet performance targets.

A previous paper reported (SAE Paper 2002-01-2884) that it was possible to decrease mode-weighted NOx emissions compared to the OEM calibration with corresponding increases in particulate matter (PM) emissions. These PM emission increases were partially overcome with the use of oxygenated diesel fuel additives. We wanted to know if compounds of toxicological concern were emitted more or less using oxygenated diesel fuel additives that were used in conjunction with a modified engine operating strategy to lower engine-out NOx emissions. Emissions of toxicologically relevant compounds from fuels containing triproplyene glycol monomethyl ether and dibutyl maleate were the same or lower compared to a low sulfur fuel (15 ppm sulfur) even under engine operating conditions designed to lower engine-out NOx emissions.

Electro-Motive Division of GM jointly with HRL Laboratories have developed a software tool, called TechPro, which assists in troubleshooting of diesel locomotives. The tool has been tested extensively in the field for the last two years. It has improved significantly the quality of diagnosis of locomotives. The tool is based on Graphical Probabilistic Models and Case Data Bases. We will discuss the design of the tool, its performance and will show its relevance to diagnosis of automobiles.

This pager documents a one shift (10 hour) wind tunnel test program conducted on a Corvette C5 prepared for Sports Car Club of America (S.C.C.A.) World Challenge racing. The testing was conducted at the Canadian National Research Center in Ottawa, Canada. Specific areas of test included front fascia and under tray, rear air discharge, rear wing configuration and angle, B-pillar configuration, and ride height. Standard wind tunnel test procedures were followed. In total twenty-six separate configurations were evaluated. Data for front and rear lift, total drag, and lift/drag (L/D) ratio are provided for each test configuration. The cumulative effects of the aerodynamic changes evaluated in this program, calculated at 192 KPH (120 MPH), increased front down force by 318 N (72 Lb.), and rear down force by 770 N (173 Lb.). Lift/drag ratio was improved from -0.597 to -1.016. These changes increased total drag by 381 N (86 Lb.).

For model year 2003, the General Motors Corporation is introducing new medium duty trucks - the Chevrolet Kodiak and GMC TopKick. These new trucks replace the previous versions of the Kodiak and TopKick medium duty trucks that were introduced in 1989 and the Chevrolet and GMC 3500HD that debuted in the 1991 model year. This new series of trucks marks a clear change in General Motors' strategy in the medium duty marketplace. It emphasizes General Motors' strong commitment to the medium duty market, as well as a strong focus on customer needs, vehicle quality and reliability. This paper describes the General Motors strategy in the medium duty market, along with the history of the design and development of these new products. Finally, this paper will discuss performance to program objectives.

Airbag systems have been part of passenger car and truck programs since the mid-1980's. However, systems designed for medium and heavy duty truck applications are relatively new. The release of airbag systems for medium duty truck has provided some unique challenges, especially for the airbag sensing systems. Because of the many commercial applications within the medium duty market, the diversity of the sensing environments must be considered when designing and calibrating the airbag sensing system. The 2003 Chevrolet Kodiak and GMC TopKick airbag sensing development included significant work, not only on the development of airbag deployment events but also non-deployment events – events which do not require the airbag to deploy. This paper describes the process used to develop the airbag sensing system deployment events and non-deployment event used in the airbag sensing system calibration.

Build variation has long been recognized as one of the most important factors in vehicle performance. In this study an elastic assembly simulation program is used to guide a wheelhouse assembly process design to reduce build variation. Five (5) different clamping schemes are evaluated through the simulation program. From the five proposed process design choices, the best assembly process was identified, which results in reduced assembly variation and less tooling and manufacturing costs. Two different variation simulation approaches, one based on perturbation and the other based on Design of Experiments, were used to predict the assembly variation. Good agreement between the two approaches provided a validity check for the simulation tool.