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Electromagnetic compatibility (EMC) is becoming more important in power converters and motor drives as seen in hybrid electric vehicles (HEV) to achieve higher reliability of the vehicle and its components. Electromagnetic interference (EMI) of the electronic components for a vehicle are evaluated and validated at a component-level test bench; however, it is sometimes observed that the EMI level of the components can be changed in a vehicle-level test due to differences in the vehicle's configuration (cable routing, connecting location etc.). In this presentation, a vehicle-level EMC simulation methodology is introduced to estimate radiated emissions from a vehicle. The comparison between the simulation and measurement results is also presented and discussed.

Friction Launch transmissions use a wet multi-plate clutch to replace the torque converter in an automatic transmission. By using one of the range clutches inside the transmission, the benefits of this integrated friction launch technology (IFL), such as reduction in mass, packaging, and cost, can be enhanced. The availability of new automatic transmissions with higher number of speeds and wider ratio spreads makes IFL technology more viable than ever before. The new GM Rear-Wheel-Drive (RWD) six-speed transmission has paved the way for a full implementation of integrated friction launch technology in a GM full size Sport-Utility Vehicle (SUV). This project focuses on both hardware and control issues with the friction launch clutch. The hardware issues include designing the clutch for launch energy, cooling, and durability.

This paper presents an experimental comparative study between the OCTOGONAL-Gate Silicon-on-Insulator (SOI) nMOSFET (OSM) and the conventional SOI nMOSFET (CSM) considering the same bias conditions and the same gate area (AG), in order to verify the influence of this new MOSFET layout style to handle high current for automotive modules. Analog integrated circuits (ICs) design tends to be considered an art due to a large number of variables and objectives to achieve the product specifications. The designer has to find the right tradeoffs to achieve the desired automotive specification such as low power, low voltage, high speed and high current driver. SOI MOSFET's technology is required to provide the growth of embedded electronics. This growth is driving demand for power-handling devices that are smaller yet still provide high current driver capabilities.

The Chevrolet Volt is an electric vehicle (EV) with extended-range (ER) that is capable of operation on battery power alone, and on power generated by an on-board gasoline engine after depletion of the battery charge. For 2016, GM has developed the next generation of the Volt vehicle and “Voltec” propulsion system. Building on the experience of the first generation Volt, the second generation targeted improved all-electric range, improved charge sustaining fuel economy, and improved performance. All of this was to be accomplished while maintaining the EV character of the first generation Volt which customers clearly valued. This paper describes the next generation “Voltec” system and the realized improvements in efficiency and performance. The features of the propulsion system components, including energy storage, transaxle, electric motors and power electronics, on-board charging, and engine are described and compared with the previous generation.

It has the aim to discuss the evolution of electronics components, integrated circuits, new transistors concepts and associate its importance in the automotive modules. Today, the challenge is to have devices which consume less power, suitable for high-energy radiation environment, less parasitic capacitances, high speed, easier device isolation, high gain, easier scale-down of threshold voltage, no latch-up and higher integration density. The improvement of those characteristics mentioned and others in the electronic devices enable the automotive industry to have a more robust product and give the possibility to integrate new features in comfort, safety, infotainment and telematics modules. Finally, the intention is to discuss advanced structures, such as the silicon-on-insulator (SOI) and show how it affects the electronics modules applied for the automotive area.

A new Diesel engine, called the Duramax 6600 (Fig.1), has been designed by Isuzu Motors (Isuzu) for an upcoming full-size General Motors (GM) pickup truck. It incorporates the latest Diesel technology in order to improve on the inherent strengths of a Diesel engine, such as fuel economy, torque and reliability, while also producing higher output, smoother driveability, and lower noise. The Duramax 6600 is an entirely new 90° V8 direct injection (DI) intercooled engine with a water-cooled turbocharger. Its fuel injection system employs a fully electronically controlled common rail system that has high-pressure injection capabilities. Isuzu had the design responsibility of the base engine, while GM Truck Group was responsible for designing the installation and packaging within the vehicle. Engine validation relied on Isuzu's proven validation process, in addition to GM Powertrain's expertise in engine validation.

As more wireless services such as satellite radio (SDARS), navigation systems, OnStar, and mobile telephones are installed on GM vehicles, there is a need to make quick and accurate vehicle antenna pattern measurements. The interaction between vehicle and antenna must be included to ensure accurate vehicle antenna measurements. This implies that the size of the effective antenna should include both the antenna and vehicle interaction dimensions. For the frequency range of 500 MHz to 6 GHz, one solution is to use a spherical near-field system. The Satimo rapid probe array technology was selected to develop a vehicle antenna test system (ATS), which minimizes test time and maintains data accuracy. The ATS was designed to operate inside of an existing GM electromagnetic compatibility (EMC) anechoic chamber equipped with a nine-meter turntable.

The need for fuel economy gains is crucial in todays automotive market. There is also growing interest and knowledge of greenhouse gases and their effect on the environment. Paulstra's magnesium powertrain brackets were a solution that was presented not just to reduce the weight of the engine mounting system (which was already under its weight target before magnesium introduction), but in response of the OEM's desire to further reduce the weight of the vehicle for CAFE and weight class impact. This new engine mounting system has three powertrain mount brackets that are high-pressure die cast AZ91D magnesium alloy. This paper will show that these brackets to have a dramatic weight reduction compared to the standard aluminum die-cast material that they replaced. This paper describes the process of approval: concept and material sign-off by the OEM, FEA for strength and modal performance, corrosion, and the final product.

In recent decades, significant technological advances have made cruise control systems safer, more automated, and available in more driving scenarios. However, comparatively little progress has been made in optimizing vehicle efficiency while in cruise control. In this paper, two distinct strategies are proposed to deliver efficiency benefits in cruise control by leveraging flexibility around the driver’s requested set speed, and road information that is available on-board in many new vehicles. In today’s cruise control systems, substantial energy is wasted by rigidly controlling to a single set speed regardless of the terrain or road conditions. Introducing even a small allowable “error band” around the set speed can allow the propulsion system to operate in a pseudo-steady state manner across most terrain. As long as the vehicle can remain in the allowed speed window, it can maintain a roughly constant load, traveling slower up hills and faster down hills.

A compact, lightweight compression-ignition engine designed for high fuel economy and low emissions was developed by ISUZU for the GM PNGV vehicle. This engine was the key component in the selected parallel hybrid vehicle powertrain for the 80 mpg fuel economy target. The base hardware was derived from a 1.7 Liter, 4-cylinder engine, and a three-cylinder version was created for the PNGV application. To achieve the required high efficiency, the engine used lightweight components thus minimizing weight and friction. To reduce exhaust emissions, electromechanical actuators were used for EGR, intake throttle, and turbocharger. Through careful application of these devices and combustion development, stringent engine out exhaust emission targets were also met.

Carbon, hydrogen and oxygen are major elements in vehicle fuels. Knowledge of fuels elemental composition is helpful in addressing its performance characteristics. Carbon, hydrogen and oxygen composition is an important parameter in engine calibration affecting vehicle performance, emissions and fuel economy. Biodiesel, a fuel comprised of mono-alkyl esters of long-chain fatty acids also known as Fatty Acid Methyl Esters(FAME), derived from vegetable oils or animal fats, has become an important commercial marketplace automotive fuel in the United States (US) and around the world over last few years. FAME biodiesels have many chemical and physical property differences compared to conventional petroleum based diesel fuels. Also, the properties of biodiesel vary based on the feedstock chosen for biodiesel production. One of the key differences between petroleum diesel fuels and biodiesel is the oxygen content.

The objective of this paper is to propose a new model in the identification of a contributing factor to the generation of Radio Frequency Interference (RFI) due to the operation of a spark-ignited engine. This model incorporates parameters in the electrical operation of the ignition system components and their interaction with the engine mechanical structure, which is also used as a circuit component (the ignition system “ground”). T he model was developed as a result of analysis of numerous studies that have been conducted over the years in an attempt to identify why RFI characteristics can differ when using identical components on different engines, or locating the components in different locations on identical engines. This situation is a problem due to the resulting uncertainty with respect to the determination of what is the optimum vehicle ignition system configuration to meet all electrical and RFI or electromagnetic compatibility (EMC) requirements.

Electrically variable transmissions divide power between the electrical and mechanical paths using input, output, or compound split schemes. When combined with an electrical energy storage element such as a battery, these systems allow numerous fuel saving and performance benefits. This paper examines the design tradeoffs in each of the three topologies in order to balance fuel economy, system performance against requirements, and electrical component size. A general EVT analysis method is presented and used to study the fuel economy and performance sensitivity of the three configurations to motor, inverter, and battery constraints, and planetary gear ratios. To evaluate fuel economy, the three systems are assessed for each of the primary fuel economy mechanisms enabled by hybridization. To evaluate performance tradeoffs, system performance against typical vehicle performance design points is compared.

Recent advancements in simulation software and computational hardware make it realizable to simulate a full vehicle system comprised of multiple sub-models developed in different modeling languages. The so-called, co-simulation allows one to develop a control strategy and evaluate various aspects of a vehicle system, such as fuel efficiency and vehicle drivability, in a cost-effective manner. In order to study the feasibility of the synchronized parallel processing in co-simulation this paper presents two co-simulation frameworks for a complete vehicle system with multiple heterogeneous subsystem models. In the first approach, subsystem models are co-simulated in a serial configuration, and the same sub-models are co-simulated in a parallel configuration in the second approach.

Ethanol for use in automotive fuels can be made from renewable feedstocks, which contributes to its increased use in recent years. There are many differences in physical and chemical properties between ethanol and petrochemicals refined from fossil oil. One of the differences is its energy content. The energy content, or heating value, is an important property of motor fuel, since it directly affects vehicle fuel economy. While the energy content can be measured by combustion of the fuel in a bomb, the test is time-consuming and expensive. It is generally satisfactory and more convenient to estimate that property from other commonly-measured fuel properties. Several standardized empirical methods have been developed in the past for estimating the energy content of hydrocarbon fuels such as gasoline, diesel fuel, and jet fuel.

The increasing demand for energy savings in cars of high production volume, especially those classified as emerging market vehicles, has led the automotive industry to focus on several strategies to achieve higher efficiency levels from their systems and components. One of the most diffuse initiatives is reducing weight through the application of the so-called light alloys. An engine cylinder block can contribute nearly two percent of the vehicle's total mass. Special attention and soon repercussion are given when someone decides to apply a light alloy such as the aluminum to this component. Nonetheless, it is known that peculiarities in terms of physical, chemical and mechanical properties, due to the material nature, associated with regional market characteristics make the initial feasibility analysis study definitely one of the most important stages for the material choice decision.

In the North American automotive market, cylinder deactivation by means of engine valve deactivation is becoming a significant enabler in reducing the Brake Specific Fuel Consumption (BSFC) of large displacement engines. This allows for the continued market competitiveness of large displacement spark ignition (SI) engines that provide exceptional performance with reduced fuel consumption. As an alternative to a major engine redesign, the Active Fuel Management™ (AFM™) system is a lower cost and effective technology that provides improved fuel economy during part-load conditions. Cylinder deactivation is made possible by utilizing innovative new base engine hardware in conjunction with an advanced control system. In the GM 3.9L V-6 Over Head Valve (OHV) engine, the standard hydraulic roller lifters on the engine's right bank are replaced with deactivating hydraulic roller lifters and a manifold assembly of oil control solenoids.