Search Results

Main topics are the development and the build-up of an 18ton hybrid truck with a parallel hybrid drivetrain. With this truck it is possible to drive up to 3 kilometers in the pure electric driving mode. Presenter Andreas Eglseer, Engineering Center Steyr GmbH & Co. KG

There are now a wide variety of Hybrid and Electric Vehicles in or near production. They reduce or displace petroleum consumption with of various combinations of conventional IC engine, mechanical transmission, liquid fuel storage, electrical energy storage, electrical and electro-mechanical energy conversion, and vehicle-to-grid energy interface. These Electrified types of vehicles include Mild Hybrid, Full Hybrid, Plug-In Hybrid, Extended Range Electric, and Battery Electric. Some types differ in their actual usability for the real mixes of driving trips, and further that differ in their effectiveness to reduce or displace fuel in actual real world driving use. Vehicle size is also a factor in total vehicle utility in transporting people. If we may segment drivers by their driving needs, in each segment, we see a particular type of electrified vehicle that is better suited than others at minimizing fuel cost and petroleum consumption for the purposes of transporting people.

This talk will present an overview of the newly published DO-326/ED-202 "Airworthiness Security Process Specification". Presenter Daniel P. Johnson, Honeywell

FlexRay is a time triggered automotive communication protocol that connects ECUs (Electronic Control Units) on which distributed automotive applications are executed. If exact agreement (e.g. on physical values measured by redundant sensors on different ECUs) must be reached in the presence of asymmetric communication faults, a byzantine agreement protocol like Signed Messages (SM) can be utilized. This paper gives examples of how byzantine faults can emerge in a FlexRay-based system and proposes optimizations for a FlexRay-specific implementation of the SM protocol. The protocol modifications allow for a reduction in the number of protocol messages under a slightly relaxed fault model, as well as for a reduction in the number of messages to be temporarily stored by the ECUs.

This paper proposes a new mixing-controlled, low temperature combustion (LTC) approach for high-speed direct injection (HSDI) diesel engines. The purpose of this approach is to avoid the excessively high pressure-rise rate (PRR) of premixed, kinetics-controlled LTC and to enable the low nitrogen oxides (NOx) combustion to operate over the wide speed and load range of the engine. To address the soot/noise trade-off at high load LTC operating conditions, the pressure modulated multiple-injection coupled with swirl control was applied. This injection strategy enables the injection of high pressure (HP) main spray into the local high temperature region of the already burning low pressure (LP) pilot spray injected from the neighboring injection hole. By employing this injection strategy, the equivalence ratio (φ) distribution of mixture is drastically varied during main combustion processes.

Quasi-static tensile properties of TRIP590 steels from three different manufacturers were investigated using digital image correlation (DIC). The focus was on the post-uniform elongation behavior which can be very different for steels of the same grade owing to different manufacturing processes. Miniature tensile specimens, cut at 0°, 45°, and 90° relative to the rolling direction, were strained to failure in an instrumented tensile stage. True stress-true strain curves were computed from digital strain gages superimposed on digital images captured from one gage section surface during tensile deformation. Microstructural phases in undeformed and fracture specimens were identified with optical microscopy using the color tint etching process. Fracture surface analyses conducted with scanning electron microscopy and energy dispersive spectroscopy were used to investigate microvoids and inclusions in all materials.

Ethanol for use in automotive fuels can be made from renewable feedstocks, which contributes to its increased use in recent years. There are many differences in physical and chemical properties between ethanol and petrochemicals refined from fossil oil. One of the differences is its energy content. The energy content, or heating value, is an important property of motor fuel, since it directly affects vehicle fuel economy. While the energy content can be measured by combustion of the fuel in a bomb, the test is time-consuming and expensive. It is generally satisfactory and more convenient to estimate that property from other commonly-measured fuel properties. Several standardized empirical methods have been developed in the past for estimating the energy content of hydrocarbon fuels such as gasoline, diesel fuel, and jet fuel.

Regenerative braking is one of the key enablers of improved energy efficiency and extension of driving range in parallel and series hybrid, and electric-only vehicles. It is still used in conjunction with friction brakes, due to the enormous amount of energy dissipated in maximum effort stops (and the lack of a competitive alternate technology to accommodate this power level), and to provide braking when on-board energy storage/dissipation devices cannot store enough energy to support braking. Although vehicles equipped with regenerative braking are becoming more and more commonly available, there is little published research on what the dramatic reduction in friction brake usage means to the function of the friction brakes themselves. This paper discusses -with supporting data from analysis and physical tests - some of the considerations for friction brakes related to usage on vehicles with regenerative braking, including corrosion, off-brake wear, and friction levels.

Over the last two decades, engine research was mainly focused on reducing fuel consumption in view of compliance with more stringent homologation cycles and customer expectations. As it is well known, the objective of overall engine efficiency optimization can be achieved only through the improvement of each element of the efficiency chain, of which mechanical constitutes one of the two key pillars (together with thermodynamics). In this framework, the friction reduction for each mechanical subsystem has been one of the most important topics of modern Diesel engine development. The present paper analyzes the crankshaft potential as contributor to the mechanical efficiency improvement, by investigating the synergistic impact of crankshaft design itself and oil viscosity characteristics (including new ultra-low-viscosity formulations already discussed by the author in [1]).

This study presents the comparison of vehicle handling performance results obtained using physical test tire data and a tire model developed by means of Finite Element Method. Real tires have been measured in laboratory to obtain the tire force and moment curves in terms of lateral force and align torque as function of tire slip angle and vertical force. The same tire construction has been modeled with Finite Element Method and explicit formulation to generate the force and moment response curves. Pacejka Magic Formula tire response models were then created to represent these curves from both physical and virtual tires. In the sequence, these tire response models were integrated into a virtual multibody vehicle model developed to assess handling maneuvers.

Current legform impact test methods using the FlexPLI have been developed to protect pedestrians from lower limb injuries in collisions with low-bumper vehicles. For this type of vehicles, the influence of the upper body on the bending load generated in the lower limb is compensated by setting the impact height of the FlexPLI 50 mm above that of pedestrians. However, neither the effectiveness of the compensation method of the FlexPLI nor the influence of the upper body on the bending load generated in the lower limb of a pedestrian has been clarified with high-bumper vehicles. In this study, therefore, two computer simulation analyses were conducted in order to analyze: (1) The influence of the upper body on the bending load generated in the lower limb of a pedestrian when impacted by high-bumper vehicles and (2) The effectiveness of the compensation method for the lack of the upper body by increasing impact height of the FlexPLI for high-bumper vehicles.

Health Ready Components are essential to unlocking the potential of Integrated Vehicle Health Management (IVHM) as it relates to real-time diagnosis and prognosis in order to achieve lower maintenance costs, greater asset availability, reliability and safety. IVHM results in reduced maintenance costs by providing more accurate fault isolation and repair guidance. IVHM results in greater asset availability, reliability and safety by recommending preventative maintenance and by identifying anomalous behavior indicative of degraded functionality prior to detection of the fault by other detection mechanisms. The cost, complexity and effectiveness of the IVHM system design, deployment and support depend, to a great extent, on the degree to which components and subsystems provide the run-time data needed by IVHM and the design time semantic data to allow IVHM to interpret those messages.

For applying ISO 26262 to motorcycles, controllability classification (C class evaluation) by expert riders is considered an appropriate technique. Expert riders have evaluated commercial product development for years and can appropriately conduct vehicle tests while observing safety restrictions (such as avoiding the risk of falling). Moreover, expert riders can ride safely and can stably evaluate motorcycle performance even if the test conditions are close to the limits of vehicle performance. This study aims to construct a motorcycle C class evaluation method based on an expert rider’s subjective evaluation. On the premise that expert riders can rate the C class, we improved a test procedure that used a subjective evaluation sheet as the concrete C class evaluation method for an actual hazardous event.

This paper describes the development of an analytical method to assess and optimize halfshaft joint angles to avoid excessive 3rd halfshaft order vibrations during wide-open-throttle (WOT) and light drive-away events. The objective was to develop a test-correlated analytical model to assess and optimize driveline working angles during the virtual design phase of a vehicle program when packaging tradeoffs are decided. A twelve degree-of-freedom (12DOF) system model was constructed that comprehends halfshaft dynamic angle change, axle torque, powertrain (P/T) mount rate progression and axial forces generated by tripot type constant velocity (CV) joints. Note: “tripot” and “tripod” are alternate nomenclatures for the same type of joint. Simple lumped parameter models have historically been used for P/T mount optimization; however, this paper describes a method for using a lumped parameter model to also optimize driveline working angles.

The paper describes the challenges and results achieved in developing a new high-speed Diesel combustion system capable of exceeding the imaginative threshold of 100 kW/l. High-performance, state-of-art prototype components from automotive diesel technology were provided in order to set-up a single-cylinder research engine demonstrator. Key design parameters were identified in terms boost, engine speed, fuel injection pressure and injector nozzle flow rates. In this regard, an advanced piezo injection system capable of 3000 bar of maximum injection pressure was selected, coupled to a robust base engine featuring ω-shaped combustion bowl and low swirl intake ports. The matching among the above-described elements has been thoroughly examined and experimentally parameterized.

Fuel consumption in internal combustion engines and their associated CO2 emissions have become one of the major issues facing car manufacturers everyday for various reasons: the Kyoto protocol, the upcoming European regulation concerning CO2 emissions requiring emissions of less than 130g CO2/km before 2012, and customer demand. One of the most efficient solutions to reduce fuel consumption is to downsize the engine and increase its specific power and torque by using turbochargers. The engine and the turbocharger have to be chosen carefully and be finely tuned. It is essential to understand and characterise the turbocharger's behaviour precisely and on its whole operating range, especially at low engine speeds. The characteristics at low speed are not provided by manufacturers of turbochargers because compressor maps cannot be achieve on usual test bench.

To investigate the events that could arise when fighting fires in vehicles with carbon fiber reinforced plastic (CFRP) hydrogen storage cylinders, we conducted experiments to examine whether a hydrogen jet diffusion flame caused by activation of the pressure relief device (PRD) can be extinguished and how spraying water influences the cylinder and PRD. The experiments clarified that the hydrogen jet flame cannot be extinguished easily with water or dry powder extinguishers and that spraying water during activation of the PRD may result in closure of the PRD, but is useful for maintaining the strength of CFRP composite cylinders for vehicles.

The localized fire test provided in the Global Technical Regulation for Hydrogen Fuel Cell Vehicles gives two separate test methods: the ‘generic installation test - Method 1′ and the ‘specific vehicle installation test - Method 2′. Vehicle manufacturers are required to apply either of the two methods. Focused on Method 2, the present study was conducted to determine the characteristics and validity of Method 2. Test results under identical burner flame temperature conditions and the effects of cylinder protection covers made of different materials were compared between Method 1 and Method 2.

The On-Board Diagnostics II (OBD-II) port began as a means of extracting diagnostic information and supporting the right to repair. Self-driving vehicles and cellular dongles plugged into the OBD-II port were not anticipated. Researchers have shown that the cellular modem on an OBD-II dongle may be hacked, allowing the attacker to tamper with the vehicle brakes. ADAS, self-driving features and other vehicle functions may be vulnerable as well. The industry must balance the interests of multiple stakeholders including Original Equipment Manufacturers (OEMs) who are required to provide OBD function, repair shops which have a legitimate need to access the OBD functions, dongle providers and drivers. OEMs need the ability to protect drivers and manage liability by limiting how a device or software application may modify the operation of a vehicle.

The SAE Fuel Cell Vehicle (FCV) Safety Working Group has been addressing FCV safety for over 9 years. The initial document, SAE J2578, was published in 2002. SAE J2578 has been valuable as a Recommended Practice for FCV development with regard to the identification of hazards and the definition of countermeasures to mitigate these hazards such that FCVs can be operated in the same manner as conventional gasoline internal combustion engine (ICE)-powered vehicles. SAE J2578 is currently being revised so that it will continue to be relevant as FCV development moves forward. For example, test methods were refined to verify the acceptability of hydrogen discharges when parking in residential garages and commercial structures and after crash tests prescribed by government regulation, and electrical requirements were updated to reflect the complexities of modern electrical circuits which interconnect both AC and DC circuits to improve efficiency and reduce cost.