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This paper describes the development and achievement of a target engine sound for a V6 SUV in consideration of the sound quality preferences of customers in the U.S. First, a simple definition for engine sound under acceleration was found using order arrangement, frequency balance, and linearity. These elements are the product of commonly used characteristics in conventional development and can be applied simply when setting component targets. The development focused on order arrangement as the most important of these elements, and sounds with and without integer orders were selected as target candidates. Next, subjective auditory evaluations were performed in the U.S. using digitally processed sounds and an evaluation panel comprising roughly 40 subjects. The target sound was determined after classifying the results of this evaluation using cluster analysis.

People have been altering the atmosphere on a small scale ever since they learned to make fire. Today's air pollution can influence ecosystems and transform climate worldwide. Motorized transport has become essential, today about 1000 million vehicles are on the world's roads [1]. Vehicle registrations are still sharply upward, where the future growth is most rapid in Asia and Latin America. Over the past, global pollution concerns have increased and air quality targets have been established. Also the reduction of green house gases like CO2 (Kyoto protocol) is considered. Aligned with such air quality targets automotive emission limits have been implemented. The future emission limits will require advanced engine technologies, but will also require adjustments to the measurement technologies. Furthermore new trends in the emission legislation will increase test requirements to represent the real world conditions in a more realistic way.

At the moment the documentation of failure inhibition matrices and the fault path management for different controller types and different vehicle projects are mainly maintained manually in individual Excel tables. This is not only time consuming but also gives a high potential for fault liability. In addition there is also no guarantee that the calibration of these failure inhibition matrices and its fault path really works. Conflicting aims between costs, time and fault liability require a new approach for the calibration, documentation and testing of failure inhibition matrices and the complete Diagnostic System Management (DSM) calibration. The standardization and harmonization of the Diagnostic System Management calibration for different calibration projects and derivates is the first step to reduce time and costs. Creating a master calibration for the conjoint fault paths and labels provides a significant reduction of efforts.

On the path to decarbonizing road transport, electric commercial vehicles will play a significant role. The first applications were directed to the smaller trucks for distribution traffic with relatively moderate driving and range requirements, but meanwhile, the first generation of a complete portfolio of truck sizes is developed and available on the market. In these early applications, many compromises were accepted to overcome component availability, but meanwhile, the supply chain can address the specific needs of electric trucks. With that, the optimization towards higher usability and lower costs can be moved to the next level. Especially for long-haul trucks, efficiency is a driving factor for the total costs of ownership. Besides the propulsion system, all other systems must be optimized for higher efficiency. This includes thermal management since the thermal management components consume energy and have a direct impact on the driving range.

The major objective of this paper is to develop thermal management strategy targeting optimum performance of Selective Catalytic Reduction (SCR) catalyst in a Medium Duty Diesel Engine performing in BS6 emission cycles. In the current scenario, the Emissions Norms are becoming more stringent and with the introduction of Real Drive Emission Test (RDE) and WHTC test comprising of both cold and hot phase, there is a need to develop techniques and strategies which are quick to respond in real time to cope with emission limit especially NOx. SCR seems to be suitable solution in reducing NOx in real time. However, there are limitations to SCR operating conditions, the major being the dosing release conditions which defines the gas temperature at which DEF (Diesel Exhaust Fluid) can be injected as DEF injection at lower gas temperatures than dosing release will lead to Urea deposit formation and will significantly hamper the SCR performance.

This paper focuses on psychoacoustical experiments for the assessment of roughness by using vehicle interior noise. The experimental design is carried out carefully to derive reliable data for further analysis with objective parameters. Apart from the acoustical properties of the recording/playback system the different meanings of the word roughness are taken into account, because each person has its own interpretation of ‘roughness’ differing between the phenomenons of roughness, r-roughness, rumble, harshness, fluctuation strength, etc.. An important preparation for psychoacoustical experiments is a clear definition of the sound attribute under investigation by using typical examples. Furthermore, accidental influences of other psychoacoustical parameters like the influence of loudness have to be avoided.

Beside performance, handling and styling the sound characteristic of a motorcycle is a very important feature for the acceptance of the product by the customers and therefore the commercial success of a new product. Creating a special brand sound becomes more and more important to create a product that can be easily distinguished from competitor products and is therefore considered to be something special. On the other hand the legal limits in terms of pass - by noise allow for a very little margin for the creation of a special sound. During the product sound design phase the different perceptions of the rider wearing a helmet and pedestrians have to be considered. In passenger cars sound design has been known for a long time and the creation of a special sound for the driver inside the passenger compartment can be achieved with little influence on the exterior noise and therefore on the noise which is limited by legislation.

HTOE (High Temperature Operation Endurance) and PTCE (Power Thermal Cycle Endurance) tests are typically performed according automotive group standards, such as LV 124 [1], VW80000 [2], FCA CS.00056 [3] or PSA B21 7130 [4]. The LV 124-2 group standard, composed by representatives of automobile manufacturers like Audi AG, BMW AG, Volkswagen AG and Porsche AG describes a wide range of environmental tests and their requirements. In addition, calculation parameters and a method are given in the standard. These group standard tests are often attributed to IEC 60068-2-2 [5] for HTOE and IEC 60068-2-14 [6] for PTCE. As both of these tests are typically of long duration, fundamentally linked to reliability (therefore requiring a statistically significant number of samples) and of considerable importance to power electronic, they are worthy of additional scrutiny for automotive developers as most automotive development moves towards electrification.

The development of modern combustion engines (spark ignition as well as compression ignition) for vehicles compliant with future oriented emission legislation (BS6, Euro VI, China 6) has introduced several technologies for improvement of both fuel efficiency as well as low emissions combustion strategies. Some of these technologies as there are high pressure multiple injection systems or sophisticated exhaust gas after treatment system imply substantial increase in test and calibration time as well as equipment cost. With the introduction of 48V systems for hybridization a cost- efficient enhancement and, partially, an even attractive alternative is now available. An overview will be given on current technologies as well as on implemented test procedures. The focus will be on solutions which have potential for the Indian market, i.e. solutions which can be implemented with moderate application effort for currently available compact and medium size cars.

This paper presents an overview of the results on heavy duty engines collected in the “PARTICULATES” project, which aimed at the characterization of exhaust particle emissions from road vehicles. The same exhaust gas sampling and measurement system as employed for the measurements on light duty vehicles [1] was used. Measurements were made in three labs to evaluate a wide range of particulate properties with a range of heavy duty engines and fuels. The measured properties included particle number, with focus separately on nucleation mode and solid particles, particle active surface and total mass. The sample consisted of 10 engines, ranging from Euro-I to prototype Euro-V technologies. The same core diesel fuels were used as in the light duty programme, mainly differentiated with respect to their sulphur content. Additional fuels were tested by some partners to extend the knowledge base.

The de-icing process of the windscreen is a demanding problem in car climatization. In the first stages of the development procedure of air ducts, the numerical simulation plays an important role due to economy of time and money. Unfortunately, the available numerical methods for the generation of the computational grid and the simulation of the de-icing process are very time consuming and are complicated in handling. Therefore normally the quality of the de-icing process is evaluated with simplified simulation procedures or even with measurements late in the design process and necessary modifications are again time and cost consuming. The aim of this paper is to describe new methods for the de-icing simulation that will reduce meshing and calculation time by showing accurate results.

Legislative challenges, changing customer needs and the opportunities opened-up by electrification are the major driving forces in today’s automotive industry. Fuel cell vehicles offer the potential for CO2 emission free mobility, especially attractive for heavy duty long-haul range application. The development of key components of fuel cell powered vehicles, namely the fuel cell stack itself as well as the related hydrogen/air supply and thermal management sub-systems, goes hand in hand with various challenges regarding performance, lifetime and safety. The proper layout and sizing of the stack and the related fuel and air supply system components, as well as the suitable dimensioning of the cooling system, are decisive for the overall system efficiency and achievable lifetime.

The need to improve the engine performance and fuel consumption subject to ever more stringent emission standard spar the interest in the aspects of understanding and quantifying the thermal behavior of engine components and systems. Considering these points during the design of the vehicle thermal management system based on test would consume far too many resources. Fortunately, the simulation tools have become more prominent in the pre-prototype phase of the vehicle development process and they had reached a mature stage; where they can contribute successfully to a significant extend to meet the vehicle development targets. In this work, a methodology to model the Vehicle Thermal Management System (VTMS) in order to understand and quantify its behavior has been developed. The partial systems under consideration are: the gas circuit, the cooling circuit, the lubrication circuit and the thermal capacitance of the engine structure under the vehicle driving conditions.

With the implementation of EURO VI and similar emission legislation, the industry assumed the pace and stringency of new legislation would be reduced in the future. The latest announcements of proposed and implemented legislation steps show that future legislation will be even more stringent. The currently leading announced legislation, which concerns a large number of global manufacturers, is the legislation from the United States (US) Environmental Protection Agency (EPA) and the California Air Resources Board (CARB). Both announced new legislation for CO2, Greenhouse Gas (GHG) Phase II. CARB is also planning additional Ultra Low NOx regulations. Both regulations are significant and will require a number of technologies to be used in order to achieve the challenging limits. AVL published some engine related measures to address these legislation steps.

The limitation of global warming to less than 2 °C till the end of the century is regarded as the main challenge of our time. In order to meet COP21 objectives, a clear transition from carbon-based energy sources towards renewable and carbon-free energy carriers is mandatory. Polymer electrolyte membrane fuel cells (PEMFC) allow an energy-efficient, resource-efficient and emission-free conversion of regenerative produced hydrogen. For these reasons fuel cell technologies emerge in stationary, mobile and logistic applications with acceptable cruising ranges as well as short refueling times. In order to perform applied research in the area of PEMFC systems, a highly integrated fuel cell analysis infrastructure for systems up to 150 kW electric power was developed and established within a cooperative research project by HyCentA Research GmbH and AVL List GmbH in Graz, Austria. A novel open testing facility with hardware in the loop (HiL) capability is presented.

This paper summarizes the results of several investigations on in-cylinder heat transfer during high-pressure and gas exchange phases as well as heat transfer in the inlet and outlet ports for a number of different engine types (DI Diesel, SI and gaseous fueled engine). The paper contains a comparision of simulation results and experimental data derived from heat flux measurements. Numerical results were obtained from zero-, one- and three-dimensional simulation methods. Time and spatially resolved heat fluxes were measured applying the surface temperature method and special heat flux sensors. The paper also includes an assessment of different sensor types with respect to accuracy and applicability.

The paper gives an overview of the partially extremely complex problem when looking into commonalities and differences of the three main application areas of engines and powertrains - automotive, agricultural tractors, and industrial engines, the last being predominantly but not exclusively focused on construction equipment. The modern “platform” approach has been used in the automotive world to a large extent and the learned experiences may be of interest for the agricultural tractors and/or the construction equipment manufacturers. On the other hand the truck engine engineers and manufacturers will learn more about the special requirements of the tractor and the industrial engines fields, and thus influence concepts and development procedures and also the production of the automotive engines which in many cases serve as the basis for derivate engines.

The particulate emissions of two brake systems were characterized in a dilution tunnel optimized for PM10 measurements. The larger of them employed a fixed caliper (FXC) and the smaller one a floating caliper (FLC). Both used ECE brake pads of the same lining formulation. Measured properties included gravimetric PM2.5 and PM10, Particle Number (PN) concentrations of both untreated and thermally treated (according to exhaust PN regulation) particles using Condensation Particle Counters (CPCs) having 23 and 10 nm cut-off sizes, and an Optical Particle Sizer (OPS). The brakes were tested over a section (trip-10) novel test cycle developed from the database of the Worldwide harmonized Light-Duty vehicles Test Procedure (WLTP). A series of trip-10 tests were performed starting from unconditioned pads, to characterize the evolution of emissions until their stabilization. Selected tests were also performed over a short version of the Los Angeles City Cycle.

The objective of this study to introduce the newly developed Discrete Channel Method (DCM) as a fast and efficient method for the prediction of the 3d and transient behavior of honeycomb-type catalytic converters in automotive applications. The approach is based on the assumption that the regions between the channels are treated as a reactor with a homogeneously distributed heat source due to chemical conversion. Therefore, each radial direction can be described by a center, a boundary and only a few intermediate channels between them. The discrete channels are described by transient, 1d conservation equations that characterize the behavior of channels at different radial positions. The heat entering and leaving each discrete channel is evaluated by the gradients of the temperature field in conjunction with the heat conductivity of the substrate. The approach is validated by experimental data and serves as a module in the thermodynamic and engine analysis design tool BOOST.

Automobile manufacturers and suppliers are under pressure to develop more efficient thermal management systems as fuel consumption and emission regulations become stricter and buyers demand greater comfort and safety. Additionally, engines must be very efficient and windows must deice and defog quickly. These requirements are often in conflict. Moreover, package styling and cost constraints severely limit the design of coolant and air conditioning systems. Simulation-based design and virtual prototyping can ensure greater product performance and quality at reduced development time and cost. The representation of the vehicle thermal management needs a scalable approach with 0-D, 1-D, and 3-D fluid dynamics, multi-body dynamics, 3-D structural analysis, and control unit simulation capabilities. Different combinations and complexities of the simulation tools are required for various phases of the product development process.