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With the increasing demand for fuel efficient vehicles, technologies like superplastic forming (SPF) are being developed and implemented to allow for the utilization of lightweight automotive sheet materials. While forming under superplastic conditions leads to increased formability in lightweight alloys, such as aluminum, the slower forming times required by the technology can limit the technology to low to mid production levels. One problem that can increase forming time is the reduction of forming pressure due to pressurizing (forming) gas leaks, during the forming cycle, at the die/sheet/blankholder interface. Traditionally, such leaks have been successfully addressed through the use of a seal bead. However, for advanced die technologies that result in reduced cycle times (such as hot draw mechanical performing, which combine aspects of mechanical preforming of the sheet metal followed by SPF), the use of seal beads can restrict the drawing of sheet material into the forming die.

Since transient vehicle HVAC computational fluids (CFD) simulations take too long to solve in a production environment, the goal of this project is to automatically create a lumped-parameter flow network from a steady-state CFD that solves nearly instantaneously. The data mining algorithm k-means is implemented to automatically discover flow features and form the network (a reduced order model). The lumped-parameter network is implemented in the commercial thermal solver MuSES to then run as a fully transient simulation. Using this network a “localized heat transfer coefficient” is shown to be an improvement over existing techniques. Also, it was found that the use of the clustering created a new flow visualization technique. Finally, fixing clusters near equipment newly demonstrates a capability to track localized temperatures near specific objects (such as equipment in vehicles).

Ford Motor Company’s assembly plants build vehicles in a certain sequence. The planned sequence for the plant’s trim and final assembly area is developed centrally and is sent to the plant several days in advance. In this work we present the study of two cases where the plant changes the planned sequence to cope with production constraints. In one case, a plant pulls ahead two-tone orders that require two passes through the paint shop. This is further complicated by presence in the body shop area of a unidirectional rotating tool that allows efficient build of a sequence “A-B-C” but heavily penalizes a sequence “C-B-A”. The plant changes the original planned sequence in the body shop area to the one that satisfies both pull-ahead and rotating tool requirements. In the other case, a plant runs on lean inventories. Material consumption is tightly controlled down to the hour to match with planned material deliveries.

Misfire is generally defined as be no or partial combustion during the power stroke of internal combustion engine. Because a misfired engine will dramatically increase the exhaust emission and potentially cause permanent damage to the catalytic converters, California Air Resources Board (CARB), as well as most of other countries’ on-board diagnostic regulations mandates the detection of misfire. Currently almost all the OEMs utilize crankshaft position sensors as the main input to their misfire detection algorithm. The detailed detection approaches vary among different manufacturers. For example, some chooses the crankshaft angular velocity calculated from the raw output of the crankshaft positon sensor as the measurement to distinguish misfires from normal firing events, while others use crankshaft angular acceleration or the associated torque index derived from the crankshaft position sensor readings as the measurement of misfire detection.

Connected vehicles (CVs) have situational awareness that can be exploited for control and optimization of the powertrain system. While extensive studies have been carried out for energy efficiency improvement of CVs via eco-driving and planning, the implication of such technologies on the thermal responses of CVs (including those of the engine and aftertreatment systems) has not been fully investigated. One of the key challenges in leveraging connectivity for optimization-based thermal management of CVs is the relatively slow thermal dynamics, which necessitate the use of a long prediction horizon to achieve the best performance. Long-term prediction of the CV speed, unlike the short-range prediction based on vehicle-to-infrastructure (V2I) and vehicle-to-vehicle (V2V) communications-based information, is difficult and error-prone.

The Composite Hybrid Automotive Suspension System Innovative Structures (CHASSIS) is a project to develop structural commercial vehicle suspension components in high volume utilising hybrid materials and joining techniques to offer a viable lightweight production alternative to steel. Three components are in scope for the project:- Front Subframe Front Lower Control Arm (FLCA) Rear Deadbeam Axle

Automotive manufacturers continue to move further toward powertrain electrification. There are already many hybrid electric vehicles on the market that are based on a variety of system architectures. Ford Motor Company has investigated a new Dual Drive configuration that promises to overcome some of the attribute deficiencies associated with current architectures. The primary objective of this development project was to demonstrate the fuel economy potential of this system in a vehicle. To accomplish this objective, the team used an internally developed, formal Controls Development Process (CDP) for the control system design and validation. This paper describes the development of the vehicle control system in the context of this process.

Progress in the design and application of the magneto-elastic torque sensor to automotive drivetrain systems has taken the technology from the concept level to the point where it is considered production feasible. The latest generation of the sensors shows promising results regarding both the capabilities and applications to powertrain controls. Sensor designs, electronics and packaging layout are maturing. Well-defined component specifications and requirements are becoming available. The sensor utilities for real-time shift analysis and friction element control are established through vehicle-level investigation to demonstrate the production feasibility of the technology for transmission torque sensing.

Blow moulding is one of the most important polymer processing methods for producing complex thermoplastic automotive parts. Contrary to injection molding, little attention has focused on process control and simulation of blow molding processes. Yet, there are still several problems that affect the overall success of forming these parts. Among them are thermally induced stresses, relevant shrinkage and part warpage deformations caused by inappropriate mold design and/or processing conditions. Tolerance issues are critical in automotive applications and therefore part deformation due to solidification needs to be controlled and optimized accordingly. The accurate prediction tool of part deformation due to solidification, under different cooling conditions in automotive formed parts, is important and highly suited for part designers to help achieve an efficient production.

An advanced powertrain cooling system with appropriate control strategy and active actuators allows greater flexibility in managing engine temperatures and operating near constraints. An organized controls development process is necessary to allow comparison of multiple configurations to select the best way forward. In this work, we formulate, calibrate and validate a Model Predictive Controller (MPC) for temperature regulation and constraint handling in an advanced cooling system. A model-based development process was followed; where the system model was used to develop and calibrate a gain scheduled linear MPC. The implementation of MPC for continuous systems and the modification related to implementing switching systems has been described. Multiple hardware configurations were compared with their corresponding control system in simulations. The system level requirements were translated into MPC calibration parameters for consistent comparison between multiple configurations.

The three-dimensional non-reacting flow field inside a typical dual-monolith automotive catalytic converter was simulated using finite difference analysis. The monolithic brick resistance was formulated from the pressure gradient of fully developed laminar duct-flow and corrected for the entrance effect. This correlation was found to agree with experimental pressure drop data, and was introduced as an additional source term into the non-dimensional momentum governing equation within the brick. Flow distribution within the monolith was found to depend strongly on the diffuser performance, which is a complex function of flow Reynolds number, brick resistance, and inlet pipe length and bending angles. A distribution index was formulated to quantify the degree of non-uniformity at selected test cases covering ranges of flow conditions, brick types, and inlet conditions.

Future LEV-III tailpipe (TP) emission regulations pose an enormous challenge forcing the fleet average of light-duty vehicles produced in the 2025 model year to perform at the super ultralow emission vehicle (SULEV-30) certification levels (versus less than 20% produced today). To achieve SULEV-30, regulated TP emissions of non-methane organic gas (NMOG) hydrocarbons (HCs) and oxygenates plus oxides of nitrogen (NOx) must be below a combined 30 mg/mi (18.6 mg/km) standard as measured on the federal emissions certification cycle (FTP-75). However, when flex-fuel vehicles use E85 fuel instead of gasoline, NMOG emissions at cold start are nearly doubled, before the catalytic converter is active. Passive HC traps (HCTs) are a potential solution to reduce TP NMOG emissions. The conventional HCT design was modified by changing the zeolite chemistry so as to improve HC retention coupled with more efficient combustion during the desorption phase.

This paper describes the process of incorporation of 25% post-industrial recycled sheet molded composite (SMC) material in the 1998 Continental Hood inner. 1998 Continental Hood assembly consists of traditional SMC outer and this recycled hood inner along with three small steel reinforcements. BUDD Plastics collects SMC scraps from their manufacturing plants. The scrap is then processed and made into fillers for production of SMC. Strength of SMC comes from glass fibers and fillers are added to produce the final mix of raw materials. This recycled material is approximately 10% lighter and less stiff than the conventional virgin SMC. This presented unique challenges to the product development team to incorporate this material into a production vehicle in order to obtain the desired goal of reducing land fill and improving the environment.

Die wear is a significant issue in sheet metal forming particularly for stamping Advanced High-Strength Steels (AHSS) because of their higher strength and microstructure composition. Reliable predictions of the magnitude and distribution of die wear are essential if cost-effective wear-protection strategies are desired in the early stages of tooling development. A die Wear Severity Index (WSI) is introduced in this paper to quantify the magnitude of die wear, which in essence characterizes the frictional energy dissipation per unit area on the die surface throughout the entire forming cycle. It can be readily obtained as part of any finite element simulation of stamping process utilizing incremental solution techniques.

This study compared laser and fine plasma technology for cutting typical electro-galvanized steel and aluminum automotive stampings. Comparisons were made of various aspects of cut quality, accuracy, disturbance of parent material, cycle time, and capital and operating costs. A sensitivity analysis was included to determine how different scenarios would impact the operating costs. It was found that both processes were capable of high quality cuts at 3800mm/min. Capital savings were achievable through the fine plasma system, but careful consideration of the specific application was essential. This work will allow for an advised comparison of options for sheet metal flexible cutting.

A correlation of aerodynamic wind tunnels was initiated between Chrysler, Ford and General Motors under the umbrella of the United States Council for Automotive Research (USCAR). The wind tunnels used in this correlation were the open jet tunnel at Chrysler's Aero Acoustic Wind Tunnel (AAWT), the open jet tunnel at the Jacobs Drivability Test Facility (DTF) that Ford uses, and the closed jet tunnel at General Motors Aerodynamics Laboratory (GMAL). Initially, existing non-competitive aerodynamic data was compared to determine the feasibility of facility correlation. Once feasibility was established, a series of standardized tests with six vehicles were conducted at the three wind tunnels. The size and body styles of the six vehicles were selected to cover the spectrum of production vehicles produced by the three companies. All vehicles were tested at EPA loading conditions. Despite the significant differences between the three facilities, the correlation results were very good.

In the current paper, three dimensional fluid flow and pressure loss characteristics are investigated numerically for the geometry of a catalytic converter with two substrates inside. Various relative positions of two substrates are considered: air gap widths in the axial direction and different alignments of substrate's channels in the lateral direction. Studies are focused on the effects of those relative positions on flow uniformity inside both substrates and additional pressure loss through converter system. Under the same flow conditions and a constant air gap width, the stagger alignment in the lateral direction, shown in Fig. 1 (a), gives the highest additional pressure loss (pressure drop through air gap). Additional pressure loss drops with the increase of air gap width and reaches the lowest value at certain air gap width, then increases with the increases of gap width.

Automotive companies have invested a fortune over the last three decades developing real-time embedded control strategies and software to achieve desired functions and performance attributes. Over time, these control algorithms have matured and achieved optimum behavior. The companies have vast repositories of embedded software for a variety of control features that have been validated and deployed for production. These software functions can be reused with minimal modifications for future applications. The companies are also constantly looking for new ways to improve the productivity of the development process that may translate into lower development costs, higher quality and faster time-to-market. All companies are currently embracing Model Based Design (MBD) tools to help achieve the gains in productivity. The most cost effective approach would be to reuse the available legacy software for carry-over features while developing new features with the new MBD tools.

Using a fast-sampling valve, residual-fraction levels were determined in a 2.0L spark-ignited production engine, over varying engine operating conditions. Individual samples for each operating condition were analyzed by gas-chromatography which allowed for the determination of in-cylinder CO and CO2 levels. Through a comparison of in-cylinder measurement and exhaust data measurements, residual molar fraction (RMF) levels were determined and compared to analytical results. Analytical calculations were performed using the General Engine SIMulation (GESIM) which is a steady state quasi-dimensional engine combustion cycle simulation. Analytical RMF levels, for identical engine operating conditions, were compared to the experimental results as well as a sensitivity study on wave-dynamics and heat transfer on the analytically predicted RMF. Similarly, theoretical and experimental NOx emissions were compared and production sensitivity on RMF levels explored.

This paper summarizes an investigative study done to evaluate the feasibility of a Ford Duratec engine in 2.0 L Touring Car Racing. The investigative study began in early 1996 due to an interest by British Touring Car Championship and North American Touring Car Championship sanctioning bodies to modify rules & demand the engine be production based in the vehicle entered for competition. The current Ford Touring Car entry uses a Mazda based V-6. This Study was intended to determine initial feasibility of using a 2.0 L Duratec V-6 based on the production 2.5L Mondeo engine. Other benefits expected from this study included; learning more about the Duratec engine at high speeds, technology exchange between a production and racing application, and gaining high performance engineering experience for production engineering personnel. In order to begin the Duratec feasibility study, an initial analytical study was done using Ford CAE tools.