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COMPARISON of work capacity per unit mass and volume of different energy carriers shows that liquid hydrocarbons are superior to other energy sources. Solar and nuclear powerplants as well as their use in conjunction with a steam engine are examined in this paper. Suitability of an electric drive is discussed. Using a production 2-stroke diesel engine and its development forecast, a comparison is made of spark ignition, diesel, and gas turbine engines. The status of the free-piston engine turbine combination is reviewed.

Meeting the California Medium-Duty truck emissions standards presents a significant challenge to automotive engineers due to the combination of sustained high temperature exhaust conditions, high flow rates and relatively high engine out emissions. A successful catalyst for an exhaust treatment system must be resistant to high temperature deactivation, maintain cold start performance and display high three-way conversion efficiencies under most operating conditions. This paper describes a catalyst technology and precious metal loading study targeting a California Medium-Duty truck LEV (MDV2) application. At the same time a direction is presented for optimizing toward the Federal Tier 1 standard through reduction of precious metal use. The paper identifies catalytic formulations for a twin substrate, 1.23 L medium-coupled converter. Two are used per vehicle, mounted 45 cm downstream of each manifold on a 5.7 L V8 engine.

Four multigrade engine oils, containing the same base oil plus SE additive package but VI improvers of differing shear stability, were evaluated in 80 000 km of high-speed, high-temperature vehicle service. Bearing, piston ring and valve guide wear, as well as oil consumption, oil filter plugging and engine cleanliness were all worse for the engines operated on the low-shear stability oils. The wear differences were traced to differences in high-shear-rate viscosity, while the cleanliness, filter plugging and oil consumption differences occurred because of excessive wear or polymer shear degradation. These results suggest that engine oil viscosity should be specified under high-shear-rate conditions.

CFD (Computational Fluid Dynamics) has been used to analyze vehicle air flow. In cross wind conditions an asymmetrical flow field around the vehicle is present. Under these circumstances, in addition to the forces present with symmetric air flow (drag and lift forces and pitching moment), side forces and moments (rolling and yawing) occur. Issues related to fuel economy, driveability, sealing effects (caused by suction exerted on the door), structural integrity (sun roof, spoiler), water management (rain deposit), and dirt deposit (shear stress) have been investigated. Due to the software developments and computer hardware improvements, results can be obtained within a reasonable time frame with excellent accuracy (both geometry and analytical solution). The flow velocity, streamlines, pressure field, and component forces can be extracted from the analysis results through visualization to identify potential improvement areas.

The strain-life approach is now commonly used for fatigue life analysis and predictions in the ground vehicle industry. This approach requires the use of material properties obtained from strain-controlled uniaxial fatigue tests. These properties include fatigue strength coefficient (σf′), fatigue strength exponent (b), fatigue ductility coefficient (εf′), fatigue ductility exponent (c), cyclic strength coefficient (K′), and cyclic strain hardening exponent (n′). To obtain the aforementioned properties for the material, raw data from stable cyclic stress-strain loops are fitted in log-log scale. These data include total, elastic and plastic strain amplitudes, stress amplitude, and fatigue life. Values of the low cycle fatigue properties (σf′, b, εf′, c) determined from the raw data depend on the method of measurement and fitting. This paper examines the merits and influence of using different measurement and fitting methods on the obtained properties.

THIS paper describes what the authors consider to be a simplified method of determining the vapor-locking tendencies of gasolines. The study of vapor lock was undertaken after they found the Reid vapor pressure method to be inadequate. The result of their work was the development of the General Motors vapor pressure, a single number which predicts vapor-locking tendency. The authors point out the following advantages of the new method: It allows direct comparisons of vapor-lock test results of different reference fuel systems; establishes distribution curves of volatility requirements of cars for vapor-lock free operation and of vapor-locking tendencies of gasolines; is a common reference value for both petroleum and automotive engineers. Finally, it more realistically evaluates the effects of small weathering losses on vapor-locking tendency than does Rvp.

Wireless Power Transfer (WPT) promises automated and highly efficient charging of electric and plug-in-hybrid vehicles. As commercial development proceeds forward, the technical challenges of efficiency, interoperability, interference and safety are a primary focus for this industry. The SAE Vehicle Wireless Power and Alignment Taskforce published the Recommended Practice J2954 to help harmonize the first phase of high-power WPT technology development. SAE J2954 uses a performance-based approach to standardizing WPT by specifying ground and vehicle assembly coils to be used in a test stand (per Z-class) to validate performance, interoperability and safety. The main goal of this SAE J2954 bench testing campaign was to prove interoperability between WPT systems utilizing different coil magnetic topologies. This type of testing had not been done before on such a scale with real automaker and supplier systems.

For the assessment of vehicle acoustics in the early design stages of a vehicle program, the use of full vehicle SEA models is becoming the standard analysis method in the US automotive industry. One benefit is that OEM's and Tier 1 suppliers are able to cascade lower level acoustic performance targets for NVH systems and components. Detailed SEA system level models can be used to assess the performance of systems such as dash panels, floors and doors, however, the results will be questionable until test data Is available. Correlation can be accomplished with buck testing, which is a common practice in the automotive industry for assessing the STL (sound transmission loss) of vehicle level components. The opportunity to conduct buck testing can be limited by the availability of representative bodies to be cut into bucks and the availability of a transmission loss suite with a suitably large opening.

For model year 1994, General Motors has completed the roll out of the 6.5L Diesel Engine, with the introduction of the light duty certified naturally aspirated and turbocharged engines. At the heart of the expanded use of the 6.5L is a new electronic powertrain control system. The objectives for this system were to produce an engine that has less variation, is easier to assemble, low cost and capable of meeting both heavy and light duty future emissions requirements. Control features include Fuel Quantity and Timing, EGR, Wastegate, Glow Plugs, Transmission, Cruise Control and Diagnostics.

This study evaluated multi-layer steel and composite head gaskets of various thicknesses (0.43 to 1.5 mm) and fire-ring diameters to determine the influence of head gasket crevices on engine-out hydrocarbon (HC) emissions. The upper limit in the percent reduction in HC emissions from gasket-design modifications is estimated to be about 15%. At part-load conditions, the lowest HC emissions were measured for head-gasket thickness of about 1 mm. Significantly smaller thicknesses of the order of 0.4 mm result in an increase in HC emissions. Substantial hydrocarbon-emissions advantage may be realized by minimizing the gasket-to-cylinder bore offset.

Diesel exhaust gas dilution and odor intensity were measured in the immediate vicinity of a transit bus equipped with a rear-mounted horizontal exhaust pipe, a rear-mounted vertical exhaust pipe, and a roof-top diffusion system. Exhaust dilution ratios were measured indoors during vehicle idle operation, using propane added to the exhaust gas as a tracer. Exhaust odor intensities were measured also indoors during vehicle idle operation by a human panel, using a threshold odor measurement technique. On the average, the dilution of the exhaust gas around the bus with the vertical exhaust pipe was about eight times greater than it was with the horizontal pipe. Odor intensity, as measured by the threshold response distance, was about 35% less with the vertical pipe than with the horizontal pipe. The roof-top diffuser was not as effective as the vertical exhaust pipe in increasing exhaust gas dilution or in reducing exhaust odor intensity.

The bulge test in hydroforming is a simple fundamental experiment used to obtain basic knowledge in tube expansion. The results can be used to assist design and manufacturing of hydroformed automotive parts. It also can be used to develop a failure criterion for tubes in hydroforming. For these purposes, a section of a long unsupported tube with fixed ends was simulated numerically to obtain the mechanical states of the tube subjected to internal pressure. Steel and aluminum tubes are used. For the bulge tests, the internal pressure reaches a maximum and then decreases in value without failure while the stress, strain and volume of the tube keep increasing. A failure criterion for the bursting of a tube is proposed based on the stress-strain curve of the material.

This paper describes the major electrical characteristics of the automotive power supply system. It is a compilation of existing data and new information that will be helpful to both the electrical component and electronic assembly designers. Previously available battery/alternator data is organized to be useful to the designer. New dynamic information on battery impedance is displayed along with “cogging” transients, regulation limits and load dump characteristics.

Several factors have influenced the size and design of domestic passenger cars over the past 30 years. Of most significance has been the influx of imported cars, initially from Europe, later from Japan. Interspersed within the fabric of this influx have been two energy crises and several recessions, and the onset of safety, emission, and energy regulations. These factors have led to various responses by domestic manufacturers as indicated by the types of products and vehicle systems that they have introduced during this period. This paper chronicles both the events as well as the responses.

This paper describes the design, synthesis-analysis and development of the unique vehicle structure architecture for the fifth generation Chevrolet Corvette, ‘C5’, which starts in the 1997 model year. The innovative structural layout of the ‘C5’ enables torsional rigidity in an open roof vehicle which exceeds that of all current production open roof vehicles by a wide margin. The first structural mode of the ‘C5’ in open roof configuration approaches typical values measured in similar size fixed roof vehicles. Extensive use of CAE and a systems methodology of benchmarking and requirements rolldown were employed to develop the ‘C5’ vehicle architecture. Simple computer models coupled with numerical optimization were used early in the design process to evaluate every design concept and alternative iteration for mass and structural efficiency.

Dynamic conditions of automotive type valve trains have been investigated by means of digital computers. It has been possible to include the effect of such nonlinearities as valve lash, linkage separation, valve seating, and valve spring surge. Comparison with experimental results has shown that computer solutions are realistic. The advantage of being able to simulate and predict performance of any proposed type of valve train is obvious. This paper presents methods of approach for analyzing valve dynamics, correlation of computed results with experimental values, and examples of application of interrelated methods. Included in this paper are: (1) Methods of approach for analyzing valve dynamics, (2) Correlation of computed results with experimental values and, (3) Examples of application of interrelated methods.

This paper describes some methods for greatly reducing or possibly eliminating subjective tuning of suspension parts for ride and handling. Laptop computers can now be used in the vehicle to guide the tuning process. The same tools can be used to select solutions that reduce sensitivity to production and environmental variations. OBJECTIVE Reduce or eliminate time required for tuning of suspension parts for ride characteristics. Improve the robustness of ride performance relative to variations in ambient temperature and production tolerances. PROBLEM REQUIRING SOLUTION AND METHOD OF APPROACH Traditional development programs for new vehicles include time-consuming subjective ride evaluations. One example is shock absorber tuning. Even if sophisticated models define force-velocity curves, numerous hardware iterations are needed to find valvings that will reproduce the curves. Many evaluation rides are needed to modify the valvings to meet performance targets.

Seats and carpets were evaluated for generating static charges on vehicle occupants. Active measures that eliminate or reduce static accumulation, and passive measures that dissipate static charge in a controlled manner were investigated. The active measures include using durable anti-static finishes or conductive filaments in seating fabrics. The passive measures include adopting conductive plastics in a steering wheel, seat belt buckle release button, or door opening handle. The effectiveness of these measures was tested in a low humidity environment.

Advancements in the area of noise and vibration control have succeeded in quieting the vehicle to the point that previously obscure squeak and rattles must now be addressed. One possible way to decrease the squeak levels is by judicious selection of the material friction pairs. The squeak levels produced by a given material friction pair are a function of a number of test conditions like interference, temperature, humidity and excitation frequency. This paper experimentally studies the dependence of squeak levels on these factors. Understanding the relationship between squeak and test conditions will guide the selection of materials and help us to carefully select the test conditions for squeak evaluations. It will also result in cost reductions to otherwise numerous and expensive squeak parameter testing.

The more noise and vibration improvements are incorporated into our vehicles, the more customers notice squeaks and rattles (S&R). Customers increasingly perceive S&R as a direct indicator of vehicle build quality and durability. The high profile nature of S&R has the automotive industry striving to develop the understanding and technology of how to improve the S&R performance in the vehicle. Squeaks and itches make up a significant amount of Squeak and Rattle complaints found in today's vehicles. Squeaks and itches are the result of stick slip behavior between two interacting surfaces. Squeak itch behavior is dependent upon a large number of parameters including but not limited to: the material itself, temperature, humidity, normal load, system compliance, part geometry, velocity, surface roughness, wear, contaminants, etc. This paper will describe the analysis of sound data and friction data and the relationship between them.