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Current U.S. Army ground vehicles predominately use commercial off-the-shelf or modified commercial diesel engines as the prime mover. Unique military engines are typically utilized when commercial products do not meet the mobility requirements of the particular ground vehicle in question. In either case, such engines traditionally have been calibrated using North American diesel fuel (DF-2) and Jet Propellant 8 (JP-8) compatibility wasn't given much consideration since any associated power loss due to the lower volumetric energy density was not an issue for most applications at then targeted climatic conditions. Furthermore, since the genesis of the ‘one fuel forward policy’ of using JP-8 as the single battlefield fuel there has been limited experience to truly assess fuel effects on diesel engine combustion systems until this decade.

With growing demands for better fuel economy and reduced carbon emissions there is a need for smaller and more fuel efficient engines. At the same time, to improve passenger comfort there are also demands placed on improved vehicle quietness [1]. A Homogeneous Charge Compression Ignition (HCCI) system or a higher compression ratio system can be used to obtain better fuel economy but the enhanced combustion rate causes an increase in engine vibration in the medium to high frequency range [2, 3]. To ensure vehicle quietness, this issue of structure-borne noise that is transmitted from the engine mounts to the body must be addressed. In this paper a simple anti-vibration active mount system is introduced that can significantly reduce structure-borne noise at medium to high frequencies. This is achieved by adding mass to the insulator which leads to resonance at lower frequencies, in order to obtain double anti-vibration performance.

This paper describes the performance evolution and key breakthroughs of the world's first one-motor two-clutch (1M2CL) parallel full hybrid system without a torque converter that was developed and implemented on a hybrid luxury sedan in November 2010. The high potential of this hybrid system was brought out further to improve fuel economy without sacrificing acceleration performance. The resultant second generation of the 1M2CL parallel full hybrid system was applied to a hybrid premium sports sedan in August 2013. In order to improve these performance attributes, the following key technical measures were adopted: 1 Motor torque during the EV mode was increased to expand the EV drive region. 2 Maximum motor torque and battery power at engine startup were boosted to reduce the engine start time. 3 Integrated control of the motor and clutches was improved. 4 Mechanical efficiencies were improved for higher fuel economy.

The efforts of the ISO “Test Variability Task Force” have been aimed at improving the understanding and at reducing brake dynamometer test variability during performance testing. In addition, dynamometer test results have been compared and correlated to vehicle testing. Even though there is already a vast amount of anecdotal evidence confirming the fact that different procedures generate different friction coefficients on the same brake corner, the availability of supporting data to the industry has been elusive up to this point. To overcome this issue, this paper focuses on assessing friction levels, friction coefficient sensitivity, and repeatability under ECE, GB, ISO, JASO, and SAE laboratory friction evaluation tests.

Gasoline engine downsizing is already established as a technology for reducing vehicle CO2 emissions. Further benefits are possible through more aggressive downsizing, however, the tradeoff between the CO2 reduction achieved and vehicle drivability limits the level of engine downsizing currently adopted by vehicle manufacturers. This paper will present the latest results achieved from a very heavily downsized engine, and resulting demonstrator vehicle, featuring eSupercharging in combination with a conventional turbocharger. The original 1.2 litre, 3-cylinder, MAHLE downsizing engine has been re-configured to enable a specific power output in excess of 160 kW/litre. Of key importance is a cost effective, efficient and flexible boosting system.

The ISO TC22/SWG2 - Brake Lining Committee established a task force to determine and analyze root causes for variability during dynamometer brake performance testing. SAE paper 2010-01-1697 “Brake Dynamometer Test Variability - Analysis of Root Causes” [1] presents the findings from the phases 1 and 2 of the “Test Variability Project.” The task force was created to address the issue of test variability and to establish possible ways to improve test-to-test and lab-to-lab correlation. This paper presents the findings from phase 3 of this effort-description of factors influencing test variability based on DOE study. This phase concentrated on both qualitative and quantitative description of the factors influencing friction coefficient measurements during dynamometer testing.

Typical design challenges for Unmanned Aerial Vehicles (UAVs) require low aerodynamic drag and structural weight. Both of these requirements imply that these aircraft are considerably more flexible than conventional aircraft and their stability analyses are more complex since they require models unifying rigid body and elastic dynamics. This paper aims to built such a model for a generic UAV. The model is then used to address stability in terms of divergence and flutter.

A new highly biofidelic side impact dummy, the WorldSID 50th percentile male, has been developed under the supervision of the International Organization for Standardization in order to harmonize a number of existing side impact dummies in one single dummy. Momentum is growing for using the WorldSID in safety tests in the EU and the US. In the present study, two Euro-NCAP pole side impact tests were conducted to compare ES-2 and WorldSID responses in a mid-size SUV with respective seating positions as stipulated in the Euro-NCAP test conditions and fitted with the same side airbag. It was found that, compared with ES-2, the chest, abdomen and pelvis accelerations of WorldSID are more sensitive to variation in the applied external load transmitted by the deployed side airbag and door intrusion.

Implementation of appropriate safety measures, either from the viewpoint of a vehicle or the society or the infra-structure, it is an important issue to clearly understand the multi-dimension complicated real world accident scenarios. This study proposes a new method to easily capture and to extract the essence of such complicated multi-dimension mutual relationship by visualizing the results of SOM (Self Organizing Map). The FARS data from 2010 is used to generate a dataset comprised of 16,180 fatal passenger car drivers and 48 variables. The 16,180 fatal drivers were clustered using hierarchy cluster analysis method and mapped into a two-dimensional square with one dot representing one fatal driver using SOM.

Development of reliable magnesium (Mg) to steel joining methods is one of the critical issues in broader applications of Mg in automotive body construction. Ultrasonic spot welding (USW) has been demonstrated successfully to join Mg to steel and to achieve strong joints. In this study, corrosion test of ultrasonic spot welds between 1.6 mm thick Mg AZ31B-H24 and 0.8 mm thick galvanized mild steel, without and with adhesive, was conducted. Adhesive used was a one-component, heat-cured epoxy material, and was applied between overlapped sheets before USW. Corrosion test was conducted with an automotive cyclic corrosion test, which includes cyclic exposures of dipping in the 0.5% sodium chloride (NaCl) bath, a constant humidity environment, and a drying period. Lap shear strength of the joints decreased with the cycles of corrosion exposure. Good joint strengths were retained at the end of 30-cycle test.

It is well known that the drilling industry is a diverse industry with huge power needs for drilling deep wells. This paper discusses the drilling industry in general and the future need for HT power electronics to enable such activities as tractor drive drilling of deep horizontal wells. The discussion is geared at applications for drilling within the earth at ambient temperatures of 150°C and above.

The results of an experimental study in a DI Diesel engine are presented which shows that partial premixing, using direct diesel fumigation of the inlet air, achieved a reduction in the ignition delay, the magnitude of high frequency rapid pressure fluctuations, the maximum rate of pressure rise and the amplitude of the rate of the high frequency pressure oscillations. Two methods of diesel fumigation were investigated. The difference between these two methods was the degree of premixing of diesel fuel with the inlet air. The first technique used a fine (5 micron) diesel spray onto a glow plug and the second technique used prevaporised diesel. A Perkins 4-236 engine was run both with and without fumigation at two different steady state speeds roughly covering both city and highway running conditions.

Recreational marine engine operation effects water quality as well as air quality. Significant quantities of hydrocarbons are discharged into the rivers, lakes, and estuaries used as recreational boating waters. In order to investigate the impact of recreational marine engine operation on water quality, a MerCruiser 3.0LX four-cylinder four-stroke inboard engine and a Mercury 650 two-cylinder two-stroke outboard engine were tested using EPA required certification procedures. Both engines were tested with exhaust gas/cooling water mixing (scrubbing) in the exhaust stream using both freshwater and saltwater. Additionally, the inboard engine was tested without exhaust scrubbing. Gaseous emissions (HC, NOX, CO, and CO2) from the engines were continuously measured using a constant volume sampling system. Both exhaust gas and cooling water samples were collected and speciated for hydrocarbon species present.

A brief overview of the history and scope of the SAE Oil Labeling Assessment Program is presented. Then, the results of analyses on 893 samples of engine oil purchased in the retail market over the first three years of the program, are discussed. All samples were labeled with the API SF or SG Service Category, separately, or in combination with an API “C” category designation. Additionally, 43 engine oil samples found to be questionably labeled, were repurchased and analyzed; these results are included.

The project objective was to investigate the ultrafine solid particle emissions of the prevalent traffic, by performing field measurements at an urban traffic artery in Zurich/Switzerland. Subsequently, various scenarios were postulated to assess the potential of the diesel particle filters (DPF) to improve curbside air quality. Soot aerosols are known to be carcinogenic [1]. If all heavy-duty diesel vehicles were equipped with DPFs, then the number of particles emitted from the entire vehicle fleet could be reduced by 75 to 80%. For PM10, the curtailment scope is considerably lower, around 20%, because more than half of those emissions are not from the exhaust and therefore would not be filtered.

This paper proposes and evaluates improvements to a crash simulation of a fuel delivery module in a fuel tank. The simulations were performed in ANSYS/LS-DYNA. Deviations between the original simulation and test data were studied and reasons for the deviations hypothesized. These reasons stemmed from some of the simplifying assumptions of the model. Improvements consisted of incorporating plasticity and strain rate effects into the material models. Performance criteria were also directly incorporated into the material models such that non-performing portions of the model could be deactivated during the simulation. Finally, solid-fluid interactions were added into the simulation to include the momentum transfer from fuel to the fuel delivery module. It was previously thought that effects of a crash would be most severe on the module when the fuel tank was empty and the module was full with fuel.

This paper shows the use of dedicated short range communications, DSRC, as a resource as implemented in a LAN environment. Customer wants and needs are reviewed in light of the requirements for trucking companies to reach 100% utilization of assets and to pursue the constant goal of lowering operating costs. The user perspective of applications are discussed with respect to lane based versus area based data collection. Multiple applications are satisfied from multiple departmental needs. Application design considerations are discussed for using this wireless communication.

Networking of active and passive safety is the fundamental basis for comprehensive vehicle safety. Situation-relevant information relating to driver reactions, vehicle behavior and traffic environment are fed into a crash probability calculator, which continually assesses the current crash risk and intervenes when necessary with appropriate measures to avoid a crash and reduce potential injuries. This provides effective protection not only for vehicle occupants but also for other, vulnerable road users. As this functionality up till now only relates to the vehicle itself, the next logical step is enhancement leading to the ultimate goal in safety performance, telematics. The integration of this embedded, in-vehicle wireless communication system allows Car-to-Car (C2C) and Car-to-Infrastructure (C2I) functionality for, e.g. hazard warning. This is an integral element of the cascaded ContiGuard® protection measures.

The AUTomotive Open System ARchitecture (AUTOSAR) Development Partnership has published early 2008 the specifications Release 3.0 [1], with a prime focus on the overall architecture, basic software, run time environment, communication stacks and methodology. Heavy developments have taken place in the OEM and supplier community to deliver AUTOSAR loaded cars on the streets starting 2008 [2]. The 2008 achievements have been: Improving the specifications in order to secure the exploitation for body, chassis and powertrain applications Adding major features: safety related functionalities, OBD II and Telematics application interfaces.

The continued availability of leaded specialty aviation gasolines remains as an item of crucial importance in the near-term future of general aviation; however, the development of new piston engines capable of operation with other transportation fuels available in large pools is considered an indispensable element in the long-range survival of the industry. This paper offers a road map that while allowing the continued utilization of the current fleet of piston aircraft, sets the stage for a transition to new piston powerplants and associated aircraft, compatible with widely available transportation fuels such as motor gasoline based aviation fuels for the lower and some medium performance aircraft, and aviation turbine fuels for the balance of medium and high performance airplanes.