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Four of these Particulate Reduction Systems (PMS) were tested on a passenger car and one of them on a HDV. Expectation of the research team was that they would reach at least a PM-reduction of 30% under all realistic operating conditions. The standard German filter test procedure for PMS was performed but moreover, the response to various operating conditions was tested including worst case situations. Besides the legislated CO, NOx and PM exhaust-gas emissions, also the particle count and NO2 were measured. The best filtration efficiency with one PMS was indeed 63%. However, under critical but realistic conditions filtration of 3 of 4 PMS was measured substantially lower than the expected 30 %, depending on operating conditions and prior history, and could even completely fail. Scatter between repeated cycles was very large and results were not reproducible. Even worse, with all 4 PMS deposited soot, stored in these systems during light load operation was intermittently blown-off.

Because niobium-clad 304L stainless steel sheets are considered for use as bipolar plates in polymer electrolyte membrane (PEM) fuel cells, their mechanical behavior and failure mechanism are important to be examined. As-rolled and annealed specimens were tested in tension, bending and flattening. The effects of annealing temperature and time on the mechanical behavior and failure mechanism were investigated. Micrographic analyses of bent and flattened specimens showed that the as-rolled specimens have limited ductility and that the annealed specimens can develop an intermetallic layer of thickness of a few microns. The annealed specimens failed due to the breakage of intermetallic layer causing localized necking and the subsequent failure of Nb layer. The springback angles of the as-rolled and annealed specimens were also obtained from guided-bend tests.

A small hybrid system was developed for the 2009 model hybrid vehicle. The Intelligent Power Unit (IPU), which consists of a high-voltage battery and a Power Control Unit (PCU), occupies 19% less volume and is 28% lighter than the previous model(1). In order to reduce the size and weight of the IPU, the number of nickel-metal hydride battery modules was reduced, enabling the battery box to be made smaller and lighter. In order to provide the necessary output with fewer battery modules, the length of the battery electrodes was increased, thus raising the output from each battery module. The volume and weight of the PCU were reduced by integrating the inverter, DC-DC converter, and ECU into a single package. The size reduction of the IPU enabled the IPU to be installed at the bottom of the luggage compartment. As a result, the available space in the luggage compartment is the same as that of a conventional vehicle.

Automotive engines are regularly utilized in the material handling market where LPG is often the primary fuel used. When compared to gasoline, the use of gaseous fuels (LPG and CNG) as well as alcohol based fuels, often result in significant increases in valve seat insert (VSI) and valve face wear. This phenomenon is widely recognized and the engine manufacturer is tasked to identify and incorporate appropriate valvetrain material and design features that can meet the ever increasing life expectations of the end-user. Alternate materials are often developed based on laboratory testing – testing that may not represent real world usage. The ultimate goal of the product engineer is to utilize accelerated lab test procedures that can be correlated to field life and field failure mechanisms, and then select appropriate materials/design features that meet the targeted life requirements.

The challenges of flex-fuel vehicle (FFV) emissions measurements have recently come to the forefront for the emissions testing community. The proliferation of ethanol blended gasoline in fractions as high as 85% has placed a new challenge in the path of accurate measures of NMHC and NMOG emissions. Test methods need modification to cope with excess amounts of water in the exhaust, assure transfer and capture of oxygenated compounds to integrated measurement systems (impinger and cartridge measurements) and provide modal emission rates of oxygenated species. Current test methods fall short of addressing these challenges. This presentation will discuss the challenges to FFV testing, modifications made to Ford Motor Company’s Vehicle Emissions Research Laboratory test cells, and demonstrate the improvements in recovery of oxygenated species from the vehicle exhaust system for both regulatory measurements and development measurements.

The high cost and competitive nature of automotive product development necessitates the search for less expensive and faster methods of predicting vehicle performance. Continual improvements in High Performance Computing (HPC) and new computational schemes allow for the digital evaluation of vehicle comfort parameters including wind noise. Recently, the commercially available Computational Fluid Dynamics (CFD) code PowerFlow, was evaluated for its accuracy in predicting wind noise generated by an external automotive tow mirror. This was accomplished by running simulations of several mirror configurations, choosing the quietest mirror based on the predicted performance, prototyping it, and finally, confirming the prediction with noise measurements taken in an aeroacoustic wind tunnel. Two testing methods, beam-forming and direct noise measurements, were employed to correlate the physical data with itself before correlating with simulation.

Nissan began developing a fuel cell vehicle (FCV) in 1996 and has participated in fleet programs in the USA (CaFCP) and in Japan (JHFC) since 2001 to promote FCV development and to educate the public on the benefits of FCVs. The X-TRAIL FCV (latest model) is equipped with various new technologies, including a fuel cell stack that was engineered in-house. The X-TRAIL FCV has evolved from a test vehicle in 2002 to today’s model, which provides the utility and conventional conveniences consumers would demand. The cruising range, acceleration performance and maximum speed are competitive with existing gasoline vehicles. However, to enable commercialization of FCVs, further improvements in performance and durability as well as reduction in costs will be necessary. Therefore, Nissan is investigating several different approaches for reducing cost and improving durability and performance. This paper describes the durability of the fuel cell stack on the X-TRAIL FCV.

Honda has succeeded in developing the new fuel cell (FC) vehicle designed into a dynamic, full-cabin sedan, the FCX Clarity, originating from the new V Flow FC platform. The key technology is V Flow FC Stack, featuring V Flow cell structure in which the fuel gases run from top to bottom vertically through the wave flow-channels. According to this unique structure, the fuel cell stack sits longitudinally along the center tunnel, and a Vertebral layout has emerged. The Vertebral layout results in Volume efficient package and low-floor platform. The V Flow FC stack has achieved a high output of 100kW and improved the output density with 50% by volume and 67% by mass, compared to the previous 2005 model. The V Flow cell structure utilizes gravity for water drainage and reduces the channel depth creating thinner cells. The wave-shaped vertical gas flow channel provides horizontal and more efficient coolant flow distribution allowing the reduction of the number of cooling layer.

Since 1992, Toyota Motor Corporation (TMC) has been working on the development of fuel cell system technology. TMC is designing principal components in-house, including fuel cell stacks, high-pressure hydrogen storage tank systems, and hybrid systems. TMC developed the ‘02 model TOYOTA FCHV, the world-first market-ready fuel cell vehicle, and started limited lease of the vehicles in December 2002. In June 2008, TMC developed a new TOYOTA FCHV-adv which obtained vehicle type certification in Japan, and is currently available for leasing in Japan and the United States. In the development of the TOYOTA FCHV-adv, TMC has improved the cruising range and cold start/drive capability from the previous TOYOTA FCHV. The TOYOTA FCHV-adv has achieved an actual cruising range of over 500 km, which is equivalent to that of current gasoline vehicles. In addition, the TOYOTA FCHV-adv has proven starting/driving capability at -30°C temperature.

Beginning in 2007, heavy-duty engine manufacturers in the U.S. have been responsible for verifying the compliance on in-use vehicles with Not-to-Exceed (NTE) standards under the Heavy-Duty In-Use Testing Program (HDIUT). This in-use testing is conducted using Portable Emission Measurement Systems (PEMS) which are installed on the vehicles to measure emissions during real-world operation. A key component of the HDIUT program is the generation of measurement allowances which account for the relative accuracy of PEMS as compared to more conventional, laboratory based measurement techniques. A program to determine these measurement allowances for gaseous emissions was jointly funded by the U.S. Environmental Protection Agency (EPA), the California Air Resources Board (CARB), and various member companies of the Engine Manufacturer's Association (EMA).

An experimental investigation has been carried out to quantify the performance enhancements with a suction line heat exchanger (SLHX) in an AC system. An off-the shelf double pipe cross fluted SLHX is used for this investigation. System level bench tests are conducted with an AC system from a 2008 MY mid-sized sedan. The cabin interior condition is held constant at 25°C and 50% RH. The dry bulb temperature for the engine compartment is varied from 25 to 45°C. The compressor speed is varied from 800 to 3000 rpm and the air velocity over the condenser is varied from 2 to 10 m/s. Based on the tests conducted on the AC system without and with SLHX, system performance (COP) has been improved by 7%. Additional tests have been planned with modified SLHX.

Significant progress has been made at NASA Ames Research Center in the development of a heat melt compaction device called the Plastic Melt Waste Compactor (PMWC). The PMWC was designed to process wet and dry wastes generated on human space exploration missions. The wastes have a plastic content typically greater than twenty percent. The PMWC removes the water from the waste, reduces the volume, and encapsulates it by melting the plastic constituent of the waste. The PMWC is capable of large volume reductions. The final product is compacted waste disk that is easy to manage and requires minimal crew handling. This paper describes the results of tests conducted using the PMWC with a wet and dry waste composite that was representative of the waste types expected to be encountered on long duration human space exploration missions.

The objective of the project was to conduct controlled test-track studies of solutions for achieving higher fuel efficiency and lower greenhouse gas emissions in the trucking industry. Using vehicles from five Canadian fleets, technologies from 12 suppliers were chosen for testing, including aerodynamic devices and low rolling resistance tires. The participating fleets also decided to conduct tests for evaluating the impact on fuel consumption of vehicle speed, close-following between vehicles, and lifting trailer axles on unloaded B-trains. Other tests targeted comparisons between trans-container road-trains and van semi-trailers road-trains, between curtain-sided semi-trailers, trans-containers and van semi-trailers, and between tractors pulling logging semi-trailers loaded with tree-length wood and short wood. The impact of a heavy-duty bumper on fuel consumption and the influence of B5 biodiesel blend on fuel consumption were also assessed.

The last decades have shown extensive efforts on the investigation of automotive disk brake squeal. The origin of brake squeal is seen in self-excited vibrations, caused by the friction forces transferring energy from the rotating disk into the brake system. Based on a very simple model, Popp et al. described in 2002 the conditions for positive work of the friction forces (i.e. excitation of squeal), which depends on the phase shift between the in-plane motion (with respect to the disk) of the brake pad and the friction forces. Experiments on active manipulation of this phase shift using pads with integrated piezoceramic actuators, performed by von Wagner et al. in 2004, resulted in successful suppression of disk brake squeal. The authors of the present paper used a variety of models for the investigation of the origin of the excitation mechanism by observing phase relations between the friction forces and the vibrations of the pads.

Manual drilling and Lockbolt installation in carbon fiber structures is a labor intensive process. To reduce man hour requirements while concurrently improving throughput and process quality levels BROETJE-Automation developed a gantry positioning system with high performance multi-function end effectors for this application. This paper presents a unique solution featuring fully automated drilling and Lockbolt installation (inclusive of automated collar installation) for the vertical tail plane (vertical stabilizer) of large commercial aircraft. A flexible and reconfigurable assembly jig facilitates high access of the end effectors and increases the equipment efficiency. The described system fulfils the demand for affordable yet flexible precision manufacturing with the capacity to handle different aircraft model panels within the work envelope.

At Boeing’s commercial aircraft production in Everett Washington, the organization that supplies parts to the factory floor (known internally as Company 625) is revising their methods. A new process will deliver parts in kits that correspond to the installation plans used by the mechanics. Several alternative methods are under review. The authors used simulation methods to evaluate and compare these alternatives. This study focuses on the category of parts known as standard fasteners (‘standards’). Through direct observation, interviews with experts, as well as time and motion study, the process flow of the kitting operation was mapped A simulation model was created using the simulation software ARENA to examine two scenarios: the current kitting operation in the factory cribs and the proposed centralization of kitting operation in the Company 625.

Hydrogen is widely considered a promising fuel for future transportation applications for both, internal combustion engines and fuel cells. Due to their advanced stage of development and immediate availability hydrogen combustion engines could act as a bridging technology towards a wide-spread hydrogen infrastructure. Although fuel cell vehicles are expected to surpass hydrogen combustion engine vehicles in terms of efficiency, the difference in efficiency might not be as significant as widely anticipated [1]. Hydrogen combustion engines have been shown capable of achieving efficiencies of up to 45 % [2]. One of the remaining challenges is the reduction of nitric oxide emissions while achieving peak engine efficiencies. This paper summarizes research work performed on a single-cylinder hydrogen direct injection engine at Argonne National Laboratory.

Aviation battery maintenance is trending toward on-condition maintenance. Nickel-Cadmium (NiCd), Valve Regulated Lead-Acid (VRLA), or prospective Li-ion batteries are used to start engines, provide emergency back-up power, and assure ground power capability for maintenance and pre-flight checkout. As these functions are mission essential, State of Health (SoH) recognition is critical. SoH includes information regarding battery energy, power and residual cycle life. This paper describes an SoH recognition technique for on-board aviation batteries and presents a passive diagnostic device (PDD). The PDD monitors on-board system battery current, voltage and ambient temperature and utilizes no active signals to the battery which can be restricted or even prohibited in order to avoid any interference with the vehicle electrical system.

The Cessna Citation CJ4, certified on March 12, 2010, is believed to be the first civil aircraft with a Lithium Ion main battery. The 26.4VDC, 44Ah Lithium Ion main battery weighs 54 lbs, a 35% weight saving over a Nickel-Cadmium battery. Using phosphate-based Lithium Ion cells, which have no positive feedback thermal runaway failure mode, system integration of the battery and aircraft architecture design is simpler. Electronics and software are needed to optimize life only, not to ensure safety. Emergency discharge with failed electronics is enabled with the selection of a less volatile chemistry, the use of an analog Module Management System for cell balancing and protection, and the use of a microcontroller-based digital Central Monitoring System that reports health. System safety failure hazard assessment is considered Major, and the battery software is certified to the requirements of RTCA DO-178B, Design Assurance Level C.

The US Army is currently assessing the feasibility and defining the requirements of a Single Common Powertrain Lubricant (SCPL). This new lubricant would consist of an all-season (arctic to desert), fuel-efficient, multifunctional powertrain fluid with extended drain capabilities. As a developmental starting point, diesel engine testing has been conducted using the current MIL-PRF-46167D arctic engine oil at high temperature conditions representative of desert operation. Testing has been completed using three high density military engines: the General Engine Products 6.5L(T) engine, the Caterpillar C7, and the Detroit Diesel Series 60. Tests were conducted following two standard military testing cycles; the 210 hr Tactical Wheeled Vehicle Cycle, and the 400 hr NATO Hardware Endurance Cycle. Modifications were made to both testing procedures to more closely replicate the operation of the engine in desert-like conditions.