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SAE 2011 High Efficiency IC Engines Symposium - Session 3 - Advanced Diesel Engine Technologies Presenter Andrew Brown, Delphi Corp.

Virtual testing is a method that simulates lab testing using multi-body dynamic analysis software. The main advantages of this approach include that the design can be evaluated before a prototype is available and virtual testing results can be easily validated by subsequent physical testing. The disadvantage is that accurate specimen models are sometimes hard to obtain since nonlinear components such as tires, bushings, dampers, and engine mounts are hard to model. Therefore, virtual testing accuracy varies significantly. The typical virtual rigs include tire and spindle coupled test rigs for full vehicle tests and multi axis shaker tables for component tests. Hybrid simulation combines physical and virtual components, inputs and constraints to create a composite simulation system. Hybrid simulation enables the hard to model components to be tested in the lab.

Given the fast changing market demands, the growing complexity of features, the shorter time to market, and the design/development constraints, the need for efficient and effective verification and validation methods are becoming critical for vehicle manufacturers and suppliers. One such example is fault-tree analysis. While fault-tree analysis is an important hazard analysis/verification activity, the current process of translating design details (e.g., system level and software level) is manual. Current experience indicates that fault tree analysis involves both creative deductive thinking and more mechanical steps, which typically involve instantiating gates and events in fault trees following fixed patterns. Specifically for software fault tree analysis, a number of the development steps typically involve instantiating fixed patterns of gates and events based upon the structure of the code. In this work, we investigate a methodology to translate software programs to fault trees.

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

Some the OBD-II regulations have been around for a long time or seem to be intuitively obvious. It is easy to assume to assume that everyone knows how to implement them correctly, that is, until someone actually reads the words and tries to do it. Most often, these issues come up when modifying existing OBD features, not when creating completely new ones. This presentation contains a few examples of features that should have been easy to implement, but turned out not to be easy or simple. Presenter Paul Algis Baltusis, Ford Motor Co.

Vehicle electrification is shaping the future of automotive mobility in terms of automotive power and propulsion. The market for New Energy Vehicles (HEV/PHEV/REEV/EV) as well as clean vehicle technologies is expected to grow steadily driven by government regulations mandating increased fuel economy and lower emissions. The fastest growth in this market will be in Asia Pacific, most notably China. The Chinese government has made its intentions clear on how important it considers the development and consumer purchase of hybrid and electric vehicles. The mandate is that by year 2012, vehicle manufacturers produce at least 500,000 units (or 5%) per year of their total output as hybrid and/or electric. All Chinese vehicle manufacturers must have at least one HEV or EV model in the market by the same year. Thus far China has invested over US$3.5 billion to stimulate the production of NEVs and the necessary infrastructure to support them.

The automotive industry continues to develop new powertrain technologies aimed at reducing overall vehicle level fuel consumption. This paper discusses the development of a new highly efficient parallel hybrid transmission for use in transversely installed powertrains for FWD applications. FEV is developing a new 7-speed hybrid transmission for transverse installation. The transmission with a design torque of 320 Nm is based on AMT (automated manual transmission) technology and uses a single electric motor. The innovative gearset layout combines the advantages of modern AMTs such as best efficiency, low costs and few components (reduced part count) with full hybrid capabilities and electric torque support during all gear shifts. Furthermore, the gear set layout allows for very short shift-times due to the favorable distribution of inertias. Other features include an A/C compressor being electrically driven by the electric motor of the transmission during engine start/stop phases.

Trans Tech recently debuted the all-electric eTrans school bus providing a total zero emission school bus. The presentation will demonstrate Smith Electric Vehicles and their history with electric vehicles. The presentation will help ensure that everybody has an idea of what the electric school bus will do and to dispel any rumors about the vehicle. Presenter Brian S. Barrington, Trans Tech. Bus

ECOtality North America, in partnership with the Idaho National Laboratory (INL), Nissan North America, General Motors, and over 40 government, electric utility, and private organizations, has launched a large-scale demonstration of electric vehicle charging infrastructure. This demonstration, called The EV Project, will deploy more than 15,000 level 2 and DC fast chargers in private residence, commercial, and public locations in seven market areas in Arizona, California, Oregon, Tennessee, Texas, Washington state, and Washington, D.C. The EV Project will also include a total of 5,700 Nissan Leaf battery electric vehicles and 2,600 Chevrolet Volt extended range electric vehicles, operated by consumers and fleets in each of the market areas. This demonstration, which is funded by the U.S. Department of Energy�s (DOE) Vehicle Technologies Program, represents the largest ever deployment of electric vehicles and charging infrastructure.

Low Voltage Electric Drives are becoming very attractive for various applications in the Turf, Construction and Agricultural products being engineered today. Determining what the Customer Support Requirements are for Maintenance and Repair for the Life Cycle of the products is critical to the initial design process. Presenter Russell Christ

The System Architecture Virtual Integration (SAVI) program is a collaboration of industry, government, and academic organizations within the Aerospace Vehicle System Institute (AVSI) with the goal of structuring a new integration process that relies on a single-truth architectural framework. The SAVI approach of Integrate, then Build provides a modern distributed development environment which arrests the propagation of requirements errors through the development life cycle. It does so by capturing design assumptions and shared properties of the system design in an authoritative, annotated architectural model. This reference model provides a common, analyzable framework for confirming that system requirements remain complete, consistent, and correct at all levels of system decomposition. Core concepts of SAVI include extensive use of model-based system engineering tools and use of a single-truth reference architectural model.

By introducing the concept of a separation between graphics and logic, interpreted run time architecture, and defined communication protocol, the ARINC 661 standard has addressed many of the concerns that aircraft manufacturers face when creating cockpit avionics displays. However, before kicking off a project based on the standard, it is important to understand all aspects of the standard, as well as the benefits and occasional drawbacks of developing with ARINC 661 in mind. This white paper will first provide an overview of ARINC 661 to clarify its concepts and how these relate to the development process. The paper will also describe the benefits of using a distributed development approach, and will outline practical, real world considerations for implementing an ARINC 661-based solution. Finally, readers will learn how commercial tools can be used to simplify the creation of displays following the standard to speed development and reduce costs.

The introduction of hybrid and plug-in hybrid electric vehicles has resulted in the introduction of battery systems into the realm of OBD II diagnostics. After a high-level overview of battery systems, general battery system fault responses are discussed, as well as which of these might be OBD faults. The alignment of the OBD regulations and DTC assignment in systems with large numbers of similar/identical components is discussed, along with apparent conflicts between existing OBD regulations and the physical realities of battery systems in HEVs and PHEVs. Presenter Dyche Anderson, Ford Motor Co.

Plug-In Hybrid and Extended Range Electric Vehicle's have quickly become the focus of many OEM's and suppliers. Existing regulations and test procedures did not anticipate this rapid adoption of this new technology, resulting in many product development challenges. The lack of clear requirements is further complicated by CARBs consideration of CO2 inclusion in their next light duty OBD regulation. This presentation provides an overview of the regulatory requirements for OBD systems on hybrid vehicles that intend to certify in California. Near term challenges for EREV?s and PHEV?s are discussed, including concerns with the existing denominator and warm-up cycle calculations. Some proposals are made to address these concerns. Presenter Andrew Zettel, General Motors Company