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The development of PM and NOx reduction system with the combination of DOC included DPF and SCR catalyst in addition to the AOC sub-assembly for NH3 slip protection is described. DPF regeneration strategy and manual regeneration functionality are introduced with using ITH, HCI device on the EUI based EGR, VGT 12.3L diesel engine at the CVS full dilution tunnel test bench. With this system, PM and NOx emission regulation for JPNL was satisfied and DPF regeneration process under steady state condition and transient condition (JE05 mode) were successfully fulfilled. Manual regeneration process was also confirmed and HCI control strategy was validated against the heat loss during transient regeneration mode. Presenter Seung-il Moon

More Mg alloys are being considered for uses in the automotive industry. Since the corrosion performance of Mg alloy components in practical service environments is unknown, long term corrosion testing at automotive proving grounds will be an essential step before Mg alloy components can be implemented in vehicles. However, testing so many Mg alloy candidates for various parts is labor intensive for the corrosion engineers at the proving grounds. This report presents preliminary results in evaluating corrosion performance of Mg alloys based on rapid corrosion and electrochemical tests in the lab. In this study, four Mg alloy candidates for transmission cases and oil pans: AE44, AXJ530, MRI153M and MRI230D were tested in the lab and at General Motors Corporation Milford Proving Ground and their corrosion results were compared.

The development of a repeatable dynamic rollover test methodology with meaningful occupant protection performance objectives has been a longstanding and unmet challenge. Numerous studies have identified the random and chaotic nature of rollover crashes, and the difficulty associated with simulating these events in a laboratory setting. Previous work addressed vehicle level testing attempting to simulate an entire rollover event but it was determined that this test methodology could not be used for development of occupant protection restraint performance objectives due to the unpredictable behavior of the vehicle during the entire rollover event. More recent efforts have focused on subsystem tests that simulate distinct phases of a rollover event, up to and including the first roof-to-ground impact.

The objective of this study was to identify and gain an understanding of the origins of noise in a commercial excavator cab. This paper presents the results of two different tests that were used to characterize the vibration and acoustic characteristics of the excavator cab. The first test was done in an effort to characterize the vibration properties of the cab panels and their associated contribution to the noise level inside the cab. The second set, of tests, was designed to address the contribution of the external airborne noise produced by the engine and hydraulic pump to the overall interior noise. This paper describes the test procedures used to obtain the data for the signature analysis, operational deflection shapes (ODS), and sound diagnosis analysis. It also contains a discussion of the analysis results and an inside look into the possible contributors of key frequencies to the interior noise in the excavator cab.

A 2-D CFD model was developed to describe the heat transfer, and reaction kinetics in a honeycomb structured ceramic diesel particulate trap. This model describes the steady state as well as the transient behavior of the flow and heat transfer during the trap regeneration processes. The trap temperature profile was determined by numerically solving the 2-D unsteady energy equation including the convective, heat conduction and viscous dissipation terms. The convective terms were based on a 2-D analytical flow field solution derived from the conservation of mass and momentum equations (Opris, 1997). The reaction kinetics were described using a discretized first order Arrhenius function. The 2-D term describing the reaction kinetics and particulate matter conservation of mass was added to the energy equation as a source term in order to represent the particulate matter oxidation. The filtration model describes the particulate matter accumulation in the trap.

An experimental and modeling study was conducted to study the passive regeneration of a catalyzed particulate filter (CPF) by the oxidation of particulate matter (PM) via thermal and Nitrogen dioxide/temperature-assisted means. Emissions data in the exhaust of a John Deere 6.8 liter, turbocharged and after-cooled engine with a low-pressure loop EGR and a diesel oxidation catalyst (DOC) - catalyzed particulate filter (CPF) in the exhaust system was measured and used for this study. A series of experiments was conducted to evaluate the performance of the DOC, CPF and DOC+CPF configurations at various engine speeds and loads.

Steady-state particulate loading experiments were conducted on an advanced production catalyzed particulate filter (CPF), both with and without a diesel oxidation catalyst (DOC). A heavy-duty diesel engine was used for this study with the experiments conducted at 20, 40, 60 and 75 % of full load (1120 Nm) at rated speed (2100 rpm). The data obtained from these experiments were used and are necessary for calibrating the MTU 1-D 2-Layer CPF model. These experimental and modeling results were compared to previous research conducted at MTU that used the same engine but an earlier development version of the combination of DOC and CPF. The motivation for the comparison of the two systems was to determine whether the reformulated production catalysts performed as good or better than the early development catalysts. The results were compared to understand the filtration and oxidation differences between the two DOC+CPF and the CPF-only aftertreatment systems.

Active regeneration experiments were performed on a Cummins 2007 aftertreatment system by hydrocarbon dosing with injection of diesel fuel downstream of the turbocharger. The main objective was to characterize the thermal oxidation rate as a function of temperature and particulate matter (PM) loading of the catalyzed particulate filter (CPF). Partial regeneration tests were carried out to ensure measureable masses are retained in the CPF in order to model the oxidation kinetics. The CPF was subsequently re-loaded to determine the effects of partial regeneration during post-loading. A methodology for gathering particulate data for analysis and determination of thermal oxidation in a CPF system operating in the engine exhaust was developed. Durations of the active regeneration experiments were estimated using previous active regeneration work by Singh et al. 2006 [1] and were adjusted as the experiments progressed using a lumped oxidation model [2, 3].

AZ31B Mg sheet is being considered for automotive applications. This study investigates the effect of pre-treatments, such as heat-treatments and surface treatments, on the corrosion performance of AZ31B sheet, with a goal of learning which pre-treatment can improve corrosion resistance of the sheet material in production. It is found that the heat-treatment and oxidation during a warm and hot forming (WHF) process will not deteriorate the corrosion performance of the AZ31B sheet; polishing and acid etching can clean the surface and significantly increase the corrosion resistance, but corrosion can be accelerated by sandblasting which contaminates the surface. The change in corrosion performance can be associated with surface cleaning or contamination of the sheet by these pre-treatments. Furthermore, the influence of a pre-treatment on the uncoated AZ31B sheet may affect its corrosion behavior after coating.

This paper will examine the various design and performance criteria for optimized internal heat exchanger performance as applied to R134a and HFO-1234yf systems. Factors that will be considered include pressure drop, heat transfer, length, internal surface area, the effect of oil in circulation, and how these factors impact the effectiveness of the heat exchanger. The paper describes the test facility used and test procedures applied. Furthermore, some design parameters for the internal heat exchanger will be recommended for application to each refrigerant.

Magnesium alloys are not corrosion resistant in many applications and they require coating protection. In this study, we developed an electroless E-coating technique for magnesium alloys and discussed a cathodic E-coating deposition mechanism for the electroless E-coating process. This coating can be formed within a few seconds by dipping a magnesium alloy (i.e., AZ91D) in an E-coat bath without applying a current or voltage. The deposited electroless coat can offer good protection to the AZ91D magnesium alloy in 5 wt% NaCl corrosive solution as well as in a phosphating bath. The most interesting finding is that the electroless coating is not sensitive to local damage. No preferential corrosion attack occurred along the scratches made on the coating.

This paper presents the damping effectiveness of free-layer damping materials through standard Oberst bar testing, solid plate excitation (RTC3) testing, and prediction through numerical schemes. The main objective is to compare damping results from various industry test methods to performance in an automotive body structure. Existing literature on laboratory and vehicle testing of free-layer viscoelastic damping materials has received significant attention in recent history. This has created considerable confusion regarding the appropriateness of different test methods to measure material properties for damping materials/treatments used in vehicles. The ability to use the material properties calculated in these tests in vehicle CAE models has not been extensively examined. Existing literature regarding theory and testing for different industry standard damping measurement techniques is discussed.

This paper deals with the dynamic characterization of an automotive shock absorber, a continuation of an earlier work [1]. The objective of this on-going research is to develop a testing and analysis methodology for obtaining dynamic properties of automotive shock absorbers for use in CAE-NVH low-to-mid frequency chassis models. First, the effects of temperature and nominal length on the stiffness and damping of the shock absorber are studied and their importance in the development of a standard test method discussed. The effects of different types of input excitation on the dynamic properties of the shock absorber are then examined. Stepped sine sweep excitation is currently used in industry to obtain shock absorber parameters along with their frequency and amplitude dependence. Sine-on-sine testing, which involves excitation using two different sine waves has been done in this study to understand the effects of the presence of multiple sine waves on the estimated dynamic properties.

New technology for the manufacturing of copper/brass heat exchangers has been developed and the first automotive radiators are already in operation in vehicles. This new technology is called CuproBraze®. One of the essential questions raised is the external corrosion resistance with reference to the present soldered copper/brass radiators and to the brazed aluminium radiators. Based on the results from electrochemical measurements and from four different types of accelerated corrosion tests, the external corrosion resistance of the CuproBraze® radiators is clearly better than that of the soldered copper/brass radiators and competitive with the brazed aluminum radiators, especially as regards marine atmosphere. Due to the relatively high strength of the CuproBraze® heat exchangers, down gauging of fins and tubes in some applications is attractive. High performance coatings can ensure long lifetime from corrosion point of view, even for thin gauge heat exchangers.

A 2007 Cummins ISL 8.9L direct-injection common rail diesel engine rated at 272 kW (365 hp) was used to load the filter to 2.2 g/L and passively oxidize particulate matter (PM) within a 2007 OEM aftertreatment system consisting of a diesel oxidation catalyst (DOC) and catalyzed particulate filter (CPF). Having a better understanding of the passive NO₂ oxidation kinetics of PM within the CPF allows for reducing the frequency of active regenerations (hydrocarbon injection) and the associated fuel penalties. Being able to model the passive oxidation of accumulated PM in the CPF is critical to creating accurate state estimation strategies. The MTU 1-D CPF model will be used to simulate data collected from this study to examine differences in the PM oxidation kinetics when soy methyl ester (SME) biodiesel is used as the source of fuel for the engine.

Active regeneration experiments were carried out on a production 2007 Cummins 8.9L ISL engine and associated diesel oxidation catalyst (DOC) and catalyzed particulate filter (CPF) aftertreatment system. The effects of SME biodiesel blends were investigated to determine the particulate matter (PM) oxidation reaction rates for active regeneration. The experimental data from this study will also be used to calibrate the MTU-1D CPF model [1]. The experiments covered a range of CPF inlet temperatures using ULSD, B10, and B20 blends of biodiesel. The majority of the tests were performed at a CPF PM loading of 2.2 g/L with in-cylinder dosing, although 4.1 g/L and a post-turbo dosing injector were also investigated. The PM reaction rate was shown to increase with increasing percent biodiesel in the test fuel as well as increasing CPF temperature.

The ASTM Sequence IIID engine-dynamometer test has been used to evaluate the high-temperature protection provided by engine oils with respect to valve train wear, viscosity increase (oil thickening), deposits, and oil consumption. The obsolescence of the engine used in this test along with the need to define even higher levels of performance associated with a new oil category (SG) prompted efforts at developing a replacement test. This paper describes the hardware and procedure development of this replacement test, the ASTM Sequence IIIE test. Test precision and correlation with field and Sequence IIID results on a series of reference oils is also discussed.

A new apparatus for testing modern safety belt systems was developed. The apparatus design, dynamic behavior and test procedure are described. A number of tests have been conducted using this apparatus. These tests allowed identification of key performance parameters of pretensioners and load limiting retractors which are relevant to occupant protection in a crash environment. Good test repeatability was observed, which allowed comparison of different safety belt designs. The apparatus may be used for better specification and verification of safety belt properties on a subsystem level as well as for the validation of CAE models of safety belts used in simulations of occupant response to crash events.

Under the initiative of The United States Council for Automotive Research LLC (USCAR) [1], we have developed and run comprehensive friction tests of dual clutch transmission fluids (DCTFs). The focus of this study is to quantify the anti-shudder durability over a simulated oil life of 75,000 shifts. We have evaluated six DCT fluids, including 2 fluids with known field shudder performance. Six different tests were conducted using a DC motor-driven friction test machine (GK test bench): 1. Force Controlled Continuous Slip, 2. Dynamic Friction, 3. Speed controlled Acceleration-Deceleration, 4. Motor-torque controlled Acceleration-Deceleration, 5. Static Friction, and 6. Static Break-Away. The test fluids were aged (with the clutch system) on the test bench to create a realistic aging of the entire friction system simultaneously.

Future diesel combustion systems may operate with significantly higher levels of boost and EGR than used with present systems. The potential benefits of higher boost and EGR were studied experimentally in a single-cylinder diesel engine with capability to adjust these parameters independently. The objective was to study the intake and exhaust conditions with a more optimum combustion phasing to minimize fuel consumption while maintaining proper constraints on emissions and combustion noise. The engine was tested at four part-load operating points using a Design of Experiments (DOE) approach. Two of the operating points correspond to low-speed and low-load conditions relevant for the New European Driving Cycle (NEDC). The other two points focus on medium load conditions representative of the World-wide harmonized Light-duty Test Procedures (WLTP).