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FTP and ECE + EUDC emissions are measured from six converters having similar restriction and platinum group metals on two 1999 prototype engines/calibrations. A 2.2L four cylinder prototype vehicle is used to measure FTP emissions and an auto-driver dynamometer with a prototype 2.4L four cylinder engine is used to determine the ECE + EUDC emissions. The catalytic converters use various combinations of 400/3.5 (400cpsi/3.5mil wall), 400/4.5, 400/6.5, 600/3.5, 600/4.5, and 900/2.5 ceramic substrates in order to meet a restriction target and to maximize converter geometric surface area. Total catalyst volume of the converters varies from 1.9 to 0.82 liters. Catalyst frontal area varies from 68 cm2 to 88 cm2. Five of the six converters use two catalyst bricks. The front catalyst brick uses either a three-way Pd washcoat technology containing ceria or a non-ceria Pd washcoat technology. Pd loadings are 0.1 troy oz. of Pd.

The presentation describes a technical solution for 100 Mbit/s Ethernet Data transmission cabling. This solution considers the specific requirements of automotive wiring harness and manufacturing. It bases on standard automotive connectors and headers. Currently the development of automotive electronic architecture considers central ECU or data backbone structure for the upcoming EE architecture (e. g. single ECU for network; SEN). For these structures solid and cost effective data backbone solutions are essential. Ethernet, a wide distributed and well-known bus system for office and industry data distribution provide a wide range of software tools and many physical layer solutions. Several cabling systems are available. Based on this we propose a solution for automotive application.

NOx aftertreatment is an essential subsystem to enable diesel and lean gasoline engines to meet emissions regulations. A selective catalytic reduction (SCR) system, which uses urea to create ammonia (NH3) for NOx reduction, is one popular form of NOx aftertreatment system. These urea based NOx aftertreatment systems can benefit from closed-loop control when appropriate NH3, NOx, or NO2 exhaust gas sensors are available. For example, knowing exhaust NO2 emissions after a diesel oxidation catalyst can help the urea dosing strategy to maximize the efficiency of a urea SCR system. Such sensing capability, combined with ammonia sensing, can provide enhanced closed-loop control of the SCR system as well as information for on-board diagnosis. This paper covers Delphi's progress in developing an exhaust NO2 sensor.

Advanced development engines are one-of-a-kind and expensive and generally have few, if any, spare parts available. These engines are particularly vulnerable to damage during control and calibration development due to unintended control actions from newly-generated algorithms, errant operator control commands, or lack of understanding of control limits for safe operation. Engine damage can result in significant program delays and expenses. Delphi is developing control systems and calibrations for the vehicle implementation of an experimental engine concept which incorporates a new high efficiency combustion process. Many of the algorithms within the control structure are new and untested, and therefore represent significant risk to these engines. The large amount of data displayed on computer test control screens makes human monitoring of all parameters nearly impossible, especially when display windows are layered on top of one another.

This study is concerned with quantitative analysis of the primary atomization, regarding the droplet size-velocity distribution function, of a multi-hole GDi plume through application of the Volume-of-Fluid Large Eddy Simulation (VOF-LES) method. The distinguishing feature of this study is the inclusion of an accurate seat /nozzle flow domain into the simulation. A VOF-LES study of the seat-nozzle flow and the near-field primary atomization of a single plume of a GDi multi-hole seat is performed. The geometry pertains to a purpose-built 3-hole GDi seat with three identical flow hole and counter-bore nozzles, arranged with 120° circumferential spacing. The VOF-LES prediction of the jet primary breakup structure and near-field macroscale is compared with spray imaging data. The droplet size and velocity distributions within a 4mm vicinity of the nozzle are analyzed. The results show production of a wide droplet size distribution through the jet primary atomization.

As fuel prices continue to rise automotive manufacturers continue to push their suppliers to provide technology that improves the potential fuel efficiency of their applications. In addition there is an increasing trend towards smaller, lighter and more compact vehicles to mitigate the automotive carbon footprint. These movements necessitated the development of a new compact, low mass, variable displacement compressor to match the requirements for these smaller and more efficient vehicles. The new Delphi MVC, or Miniature Variable Compressor, meets these requirements by integrating the high efficiency of our latest swashplate variable compressor design into a compact and lightweight package. This design can be offered in a range of displacements from 80 to 100cc and can be offered as either internally or externally controlled to support the customer's needs.

A majority of the plastics manufacturing operations are dependent on the formability of the molten thermoplastics. Ability of the material to flow at a set temperature influences the formability and the overall polymer melt process. Lubricating additive technologies are being developed to engineer the melt flow performance of the resin, promoting the compounding and molding process such as to reduce torque on the motor, reduced shear degradations, enhance uniform filling of hard-to-fill section, promoting thin wall molding, and influence the overall cycle time. Various lubricants are used in formulations to supplement superior flow and metal release with minimal effect on mechanical properties. This paper discusses the methodology to characterize the effectiveness of melt flow additives through comparing two different processing aids in Polybutylene terephthalate (PBT) polyester filled and unfilled matrix and imply differences in processing.

Innovative nozzle hole shapes for inwardly opening multi-hole gasoline direct injectors offer opportunities for improved mixture formation and particulate emissions reduction. Compared to increased fuel pressure, an alternative associated with higher system costs and increased pumping work, nozzle hole shaping simply requires changes to the injector nozzle shape and may have the potential to meet Euro 6 particulate regulations at today's 200 bar operating pressure. Using advanced laser drilling technology, injectors with non-round nozzle holes were built and tested on a single-cylinder engine with a centrally-mounted injector location. Particulate emissions were measured and coking deposits were imaged over time at several operating fuel pressures. This paper presents spray analysis and engine test results showing the potential benefits of alternative non-round nozzle holes in reducing particulate emissions and enhancing robustness to coking with various operating fuel pressures.

Variable displacement compressors have proven to be more energy efficient than the equivalent compressor with fixed displacement for mobile A/C applications. Variable displacement compressors de-stroke rather than cycle to prevent the evaporator from freezing. Cycling an internally controlled variable compressor is counter intuitive, yet results in a 15-20% reduction in the energy used by the compressor as demonstrated by tests on multiple vehicle applications. Externally controlled variable compressors have the highest energy efficiency and extending cycling to these compressors during cool temperatures reduces the compressor energy consumption by 10%.

Development of in-cylinder spray targeting, plume penetration and atomization of the gasoline direct-injection (GDi) multi-hole injector is a critical component of combustion developments, especially in the context of the engine downsizing and turbo-charging trend that has been adopted in order to achieve the European target CO2, US CAFE, and concomitant stringent emissions standards. Significant R&D efforts are directed towards the optimization of injector nozzle designs in order to improve spray characteristics. Development of accurate predictive models is desired to understand the impact of nozzle design parameters as well as the underlying physical fluid dynamic mechanisms resulting in the injector spray characteristics. This publication reports Large Eddy Simulation (LES) analyses of GDi single-hole skew-angled nozzles, with β=30° skew (bend) angle and different nozzle geometries.

Thinwall substrates used in modern catalytic converters are more sensitive to assembly and operating forces. Various converter assembly processes are characterized using real time force transducer technology. The force distribution data from these assembly methods are presented. The analysis of this data leads to recommendations for packaging of converters depending on catalyst strength.

Delphi Diesel Systems' 2700bar Proven F2E Distributed Pump Common Rail System (DPCRS) has been developed to meet the requirements of Euro VI and future emissions legislation and is now in volume production in Heavy Duty Vehicles. Incorporating a number of ground breaking new technologies, the system offers numerous performance advantages. F2E provides full common rail functionality for camshaft driven Fuel Injection Equipment (FIE) engines with minimum modification. By delivering precise and accurate control of multiple injections at maximum rail pressure across all engine operating conditions, the system minimizes the demands on exhaust after treatment systems. Additionally F2E provides real time flexible capacity by employing a unique method of pump fuel metering, enabling the most efficient and accurate transient control of rail pressure combined with the low NVH and optimised efficiency.

FTP emissions from a 2.2L four cylinder vehicle are measured from six different converters. These converters have been designed to have both similar flow restriction and to have similar platinum group metals. The durability of these six converters is evaluated after dynamometer aging of both 125 and 250 hours of RATsm aging. These catalytic converters use various combinations of 400/3.5 (400 cells/in2/3.5mil wall), 400/4.5, 400/6.5, 600/3.5, 600/4.5, and 900/2.5 ceramic substrates in order to meet a restriction target and to maximize converter geometric surface area. Total catalyst volume of the converters varies from 1.9 to 0.82 liters. Catalyst frontal area varies from 68 cm2 to 88 cm2. Five of the six converters use two catalyst bricks. The front catalyst brick uses either a three-way Pd washcoat technology containing ceria or a non-ceria Pd washcoat technology. To minimize dependence on palladium the rear brick uses a Pt/Rh washcoat at a loading of 0.06 Toz and a ratio of 5/0/1.

Fuel systems associated with Gasoline Direct Injection (GDi) engines operate at pressures significantly higher than Port Fuel Injection (PFI) engine fuel systems. Because of these higher pressures, GDi fuel systems require a high pressure fuel pump in addition to the conventional fuel tank lift pump. Such pumps deliver fuel at high pressure to the injectors multiple times per engine cycle. With this extra hardware and repetitive pressurization events, vehicles equipped with GDi fuel systems typically emit higher levels of audible noise than those equipped with PFI fuel systems. A common technique employed to cope with pump noise is to cover or encase the pump in an acoustic insulator, however this method does not address the root causes of the noise. To contend with the consumer complaint of GDi system noise, Delphi and Magneti Marelli have jointly developed a high pressure fuel pump with reduced audible output by concentrating on sources of noise generation within the pump itself.

High cell density (HCD) (≥ 600 cpsi) and /or ultra thin wall (UTW) (≤ 4 mil) extruded ceramic monolith substrates are being used in many new automotive catalyst applications because they offer (1) increased geometric surface area, (2) lower thermal mass, (3) increased open frontal area and (4) higher heat and mass transfer rates. Delphi has shown in previous papers how to use the effectiveness, NTU theory, to optimize the various benefits of these HCD / UTW catalysts. A primary disadvantage of these low solid fraction substrates is their reduced structural strength, as measured by a 3-D hydrostatic (isostatic) test. The weakest of these new substrates is only 10 to 20% as strong as standard 400 × 6.5 substrates. Improved converter assembly methods with lower, more uniform forces will likely be required to successfully assemble converters with such weak substrates in production.

Similar to single-brick SCR architectures, the multi-brick SCR systems described in this paper require urea injection control software that meets the NOx conversion performance target while maintaining the tailpipe NH3 slip below a given threshold, under all driving conditions. The SCR architectures containing a close-coupled SCRoF and underfloor SCR are temperature-wise more favorable than the under-floor location and lead to significant improvement of the global NOx conversion, compared to a single-brick system. But in order to maximize the benefit of close-coupling, the urea injection control must maximize the NH3 stored in the SCRoF. The under-floor SCR catalyst can be used as an NH3 slip buffer, lowering the risk of NH3 slip at the tailpipe with some benefit on the global NOx conversion of the system. With this approach, the urea injection strategy has a limited control on the NH3 coverage of the under-floor SCR catalyst.

Wide varieties of vehicle Engine Management Systems are designed by different Tier#1 suppliers to meet highly complex requirements with the help of electronics. Emerging technologies and features of Engine Management Systems require a number of strategies for reducing the overall timing for verification with high quality testing. Analysis and decoding of data especially for highly critical and complex such as gasoline direct injection (GDi) engine fuel delivery output, high pressure fuel pump (HPFP), spark control output and different varieties of engine position signals are time consuming. This paper introduces Virtual Engine Control Module (VECM) technology to solve the problem of decoding complex signals and high level verification. A proposed test bench setup consists of VECM, ECM, simulator and real actuator load with complete software flashed inside the ECM.

During the evolution of Hybrid vehicles as well as electrical vehicles the need for an additional Voltage level was defined for the utilization of high power loads like electrical compressors, electrical heaters as well as power steering and electrical pumps. The main systems benefit is the generation of approximately 12 kW electrical power by a traditional belt driven Generator. This allows boost function for acceleration and recuperation for mild hybrid vehicles with the target to reduce up to 15% CO2 by keeping the traditional thermal based engines. Delphi has developed systems and components that meet the special 48 Volt related electrical requirements on arcing, hot plugging and corrosion. Our benefit is the long term expertise within the total system know how and the derived technical specification and needs.

Close coupled catalysts and new ceramic catalyst substrates have significantly improved the light-off performance of automotive converters required to meet stringent emission requirements. The hotter environment of these catalytic converters and the lower structural strength of the ceramic substrates require the rethinking of converter designs. The development of new package requirements to accommodate the change in environment and new substrates are discussed. A historical perspective on converter durability is presented as reference. Development of durability test protocols is essential to verifying product durability performance to these new environments. Data collection and documentation of testing templates are shown to demonstrate the effectiveness of tests that represent real world environments. Design improvements to address failure modes are discussed along with durability improvement results.

Heavy duty diesel engine development has always faced high customer durability requirements, short development timelines and increasingly stringent emissions legislations. However, more frequently heavy duty engines are being used in multiple vehicle platforms across the globe with increasingly stringent quality demands in emerging markets. In order to meet engine life requirements, Delphi Diesel Systems has adapted accepted validation procedures to evaluate their system performance for the global market. In addition to durability and structural testing Delphi Diesel Systems has introduced specialized tests to validate their product at extremes of environmental conditions and fuel properties and has increased OEM collaboration. This paper details some of the adjustments made to the validation test suite to meet the specific challenges of the Heavy Duty market.