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Active automotive suspension systems have been under development for a number of years with recent introductions of various versions. A suspension system can be considered “active” when an outside power source is used to alter its characteristics, and these systems can be placed into one of three (3) different categories: semi-active damping, fully active, and low frequency active. A regenerative pump concept can minimize the power requirement for the low frequency active system. It utilizes four (4) independent variable displacement pump/motor combinations on a common shaft to actuate each individual suspension unit. This paper overviews the system configuration, describes the power and energy-saving features of the system, and discusses possible pump configurations and control strategies.

It is projected that even when the entire on-road fleet of heavy-duty vehicles operating in California is compliant with 2010 emission standards of 0.20 g/bhp-hr, the National Ambient Air Quality Standards (NAAQS) requirements for ambient ozone will not be met. It is expected that further reductions in NOX emissions from the heavy-duty fleet will be required to achieve compliance with the ambient ozone requirement. To study the feasibility of further reductions, the California Air Resources Board (CARB) funded a research program to demonstrate the potential to reach 0.02 g/bhp-hr NOX emissions. This paper details the work executed to achieve this goal on the heavy-duty Federal Test Procedure (FTP) with a heavy-duty natural gas engine equipped with a three-way catalyst. A Cummins ISX-12G natural gas engine was modified and coupled with an advanced catalyst system.

The 2010 emissions standards for heavy-duty engines have established a limit of oxides of nitrogen (NOX) emissions of 0.20 g/bhp-hr. However, the California Air Resource Board (ARB) projects that even when the entire on-road fleet of heavy-duty vehicles operating in California is compliant with 2010 emission standards, the National Ambient Air Quality Standards (NAAQS) requirement for ambient particulate matter (PM) and Ozone will not be achieved without further reduction in NOX emissions. The California Air Resources Board (CARB) funded a research program to explore the feasibility of achieving 0.02 g/bhp-hr NOX emissions.

Recent 2010 emissions standards for heavy-duty engines have established a limit of oxides of nitrogen (NOX) emissions of 0.20 g/bhp-hr. However, CARB has projected that even when the entire on-road fleet of heavy-duty vehicles operating in California is compliant with 2010 emission standards, the National Ambient Air Quality Standards (NAAQS) requirement for ambient particulate matter and Ozone will not be achieved without further reduction in NOX emissions. The California Air Resources Board (ARB) funded a research program to explore the feasibility of achieving 0.02 g/bhp-hr NOX emissions. This paper details engine and aftertreatment NOX management requirements and model based control considerations for achieving Ultra-Low NOX (ULN) levels with a heavy-duty diesel engine. Data are presented for several Advanced Technology aftertreatment solutions and the integration of these solutions with the engine calibration.

The most recent 2010 emissions standards for heavy-duty engines have established a tailpipe limit of oxides of nitrogen (NOX) emissions of 0.20 g/bhp-hr. However, it is projected that even when the entire on-road fleet of heavy-duty vehicles operating in California is compliant with 2010 emission standards, the National Ambient Air Quality Standards (NAAQS) requirement for ambient particulate matter and Ozone will not be achieved without further reduction in NOX emissions. The California Air Resources Board (CARB) funded a research program to explore the feasibility of achieving 0.02 g/bhp-hr NOX emissions.

During city traffic or heavily congested roads, a vehicle can consume a substantial amount of fuel idling when the vehicle is stopped. Due to regulation enforcement, auto manufacturers are developing systems to increase the mileage and reduce emissions. Turning off the engine at traffic lights and regenerative braking systems are simple ways to reduce emissions and fuel consumption. In order to develop strong manufacturer and consumer interest, this type of operation needs to be automated such that the stop/start functionality requires no driver interaction and takes place without the intervention of the vehicle operator. Valeo Electrical Systems has developed such a system that replaces the OEM engine alternator with a starter/alternator driven by a standard multi-ribbed V belt. To avoid a break and dual voltage network, this system is based on a 12V electrical system using an Enhanced Power Supply.

Despite considerable progress towards clean air in previous decades, parts of the United States continue to struggle with the challenge of meeting the ambient air quality targets for smog-forming ozone mandated by the U.S. EPA, with some of the most significant challenges being seen in California. These continuing issues have highlighted the need for further reductions in emissions of NOX, which is a precursor for ozone formation, from a number of key sectors including the commercial vehicle sector. In response, the California Air Resources Board (CARB) embarked on a regulatory effort culminating in the adoption of the California Heavy-Duty Low NOX Omnibus regulation.[1] This regulatory effort was supported by a series of technical programs conducted at Southwest Research Institute (SwRI).

The U.S. Army has long identified the need for rapid, reliable methods for analysis of fuels and lubricants on or near the battlefield. The analysis of fuels and lubricants under battlefield or near-battlefield conditions requires that the equipment be small, portable, rugged, quick, and easy to use. Over the past 15 to 20 years, several test kits and portable laboratories have been developed in response to this need. One instrumental technique that has been identified as a likely candidate to meet this need is near-infrared spectroscopy (NIR). To evaluate NIR as a candidate, a set of 280 fuel samples was used. This sample set contained samples of diesel fuel grades 1 and 2, Jet A-l, JP-5, and JP-8. Inspection data were collected on all the fuels as sample size permitted. Each sample was then scanned using a near-infrared spectrometer. Data analysis, model building, and calibration were conducted using a software package supplied with the instrument.

Automotive catalytic converters must provide a very high level of mechanical and thermal durability to maintain performance during their 100,000 to 150,000 mile life expectancy. The work reported herein characterizes the converter as a base (can) excited spring (mat material) supported mass (substrate). A mat material coupon test apparatus was developed for the purpose of providing parameter data for the converter model in the form of stiffness and material loss factor data as a function of shear deflection across the mat. An intumescent mat material was chosen and its dynamic properties evaluated for a range of converter operating parameters. The mat material response properties were placed into a mat material database as a function of gap bulk density, substrate temperature, and temperature gradient across the mat.

To aid in the catalytic converter design and development process, a test apparatus was designed and built which will allow comparative evaluation of the durability of candidate mat materials under highly controlled thermal and vibration environments. The apparatus directly controls relative shear deflection between the substrate and can to impose known levels of mat material strain while recording the transmitted shear force across the mat material. Substrate and can temperatures are controlled at constant levels using a resistive thermal exposure (RTE) technique. Mat material fatigue after several million cycles is evident by a substantial decrease in the transmitted force. A fragility test was found to be an excellent method to quickly compare candidate materials to be used for a specific application. Examples of test results from several materials are given to show the utility of the mat material evaluation technique.

The 2010 emission standards for heavy-duty diesel engines in the U.S. have established a limit for oxides of nitrogen (NOx) emissions of 0.20 g/bhp-hr., a 90% reduction from the previous emission standards. However, it has been projected that even when the entire on-road fleet of heavy-duty vehicles operating in California is compliant with the 2010 emission standards, the upcoming National Ambient Air Quality Standards (NAAQS) requirement for ambient particulate matter and ozone will not be achieved in California without further significant reductions in NOx emissions from the heavy-duty vehicle fleet. Given this, there is potential of further reduction in NOx emissions limit standards for heavy duty engines in the US. Recently there have been extensive studies and publications focusing on ultra-low NOx after treatment technologies that help achieve up to 0.02g/bhp-hr. at tailpipe [1].

System contamination caused by contaminates or small particles built-in, self-generated, or inhaled from environment presents severe problems. The problems include but are not limited to the malfunctioning of valves, pumps, seals and injectors or lock-up of these components; increased wear of bearings, piston rings, and other friction components; and degradated machine performance. In general, system contamination changes a deterministic system into a stochastic system and shortens machinery service life. In this paper, these contamination problems are discussed in categories and associated analysis, testing and computer modeling methodologies are also discussed.

An Automatic Tire Inflation System (ATIS), specifically designed for use on commercial long haul trailers underwent complete testing and evaluation in 1993/1994.1 Testing and evaluation included a field test of a prototype system and a controlled laboratory evaluation of the Rotary Union which is the only component subject to wear. The testing of the prototype system indicated that design improvements were necessary before the system could be installed in fleet operations. The design improvements were completed and field installation of production ATIS began. The design improvements were intended to improve overall system durability, decrease installation time, to have less effect on the axle structure than the original design, implement the use of SAE or DOT Approved pressure components and increase overall dependability of the system. ATIS systems have now been developed and tested for most domestic trailer axle configurations.

An Automatic Tire Inflation System (ATIS) specifically designed for commercial use on trailer axles is currently being installed and utilized successfully by trucking companies, the military and owner/operators throughout the U.S. A need exists for an ATIS specifically designed for the drive axles of Class 8 over-the- road tractors. The addition of an ATIS for drive axles will expand automatic tire monitoring capability to all heavily loaded tires of the over-the-road truck/trailer rig. An ATIS for drive axles has been designed, fabricated and tested. Testing and evaluation of the prototype ATIS drive axle system indicates the system can be successfully installed on a typical tractor rig and operated for an extended period without problems. The testing included a 50,000 mile evaluation of the ATIS installed in a laboratory test fixture. The test fixture used stock axle parts and operated at 65 MPH. Environmental testing was conducted at temperatures ranging from -20 to +200 degrees F.

An Emergency Tire Inflation System (ETIS) designed for use on commercial trucks was evaluated and tested. The ETIS is provided in kit form and designed to be installed by a truck operator to provide emergency air to inflate a low or punctured tire on tractor drive axles. The ETIS will continue to supply air to the tire until the system pressure falls below a safe air pressure level. The system is designed to allow the rig to be driven 500 miles to a tire repair station or to a safe location where tire repair service is available. The installation kit (Figure 1), which can fit under a truck seat, includes all the necessary equipment to install the system on the most common drive axles. The ETIS supplies air to the under-inflated tire through a previously qualified1 Rotary Union design. The Rotary Union is attached to the axle flange of the drive axle by a threaded adapter and two adjustable links that allow the Rotary Union to be placed at the center of rotation of the axle.

Gasoline Direct Injection (GDI) engines have been widely adopted by manufacturers in the light-duty market due to their fuel economy benefits. However, several studies have shown that GDI engines generate higher levels of particulate matter (PM) emissions relative to port fuel injected (PFI) engines and diesel engines equipped with optimally functioning diesel particulate filters (DPF). With stringent particle number (PN) regulations being implemented in both, the European Union and China, gasoline particulate filters (GPF) are expected to be widely utilized to control particulate emissions. Currently, evaluating GPF technologies on a vehicle can be challenging due to a limited number of commercially available vehicles that are calibrated for a GPF in the United States as well as the costs associated with vehicle procurement and evaluations utilizing a chassis dynamometer facility.

Emissions from existing diesel-powered urban buses are increasingly scrutinized as local, state, and federal governments require enforcement of more stringent emission regulations and expectations. Currently, visual observation of high smoke levels from diesel-powered equipment is a popular indicator of potential emission problems requiring tune-up or engine maintenance. It is important that bus inspection and maintenance (I/M) operations have a quality control “test” to check engine emissions or diagnose the engine state-of-tune before or after maintenance. Ideally, the “emission test” would be correlated to EPA transient emissions standards, be of short duration, and be compatible with garage procedures and equipment. In support of developing a useful “short-test,” equipment was designed to collect samples of raw exhaust over a short time period for gaseous and particulate emissions.

The United States and Europe are mandating increasingly severe diesel fuel specifications, particularly with respect to sulfur content, and in some areas, aromatics content. This trend is directed towards reducing vehicle exhaust emissions and is generally beneficial to fuel quality, ignition ratings, and stability. However, laboratory studies, as well as recent field experience in Sweden and the United States, indicate a possible reduction in the ability of fuels to lubricate sliding components within the fuel injection system. These factors, combined with the trend toward increasing injection pressure in modern engine design, are likely to result in reduced durability and failure of the equipment to meet long-term emissions compliance. The U.S. Army Belvoir Fuels and Lubricants Research Facility (BFLRF) located at Southwest Research Institute (SwRI) developed an accelerated wear test that predicts the effects of fuel lubricity on injection system durability.

The key words in the marketplace for off-highway vehicles are durability, performance, and efficiency. A manufacturer of these vehicles recognizes that one way to successfully address these needs is by a well thought through electronics design. With the computer sophistication now being incorporated into off-highway vehicles, engineers must work closely to assure electromagnetic compatibility (EMC) of the entire system. A properly established EMC program extending from concept to final design will support each of a product's specified operations and still function as an integrated whole. This paper describes the process for designing the EMC for an off-highway vehicle.

Electromagnetic immunity (EMI) for off-highway vehicles (OHV) is a vehicle's ability to resist radiated and conducted electromagnetic interference. Interference can originate within the OHV from the various systems designed to control its operational functions; external sources can also cause serious disruption of the electronic control mechanisms. Knowledge of how and where interferences originate gives the electronic designer insight into how to avoid the pitfalls which can cause malfunctions. Verification of designs through testing will ensure that safety and reliability are built into every OHV produced. This paper discusses the mechanisms that cause susceptibility of electronic circuits to electromagnetic interference, and presents test methods to help the designer improve circuit design and verify the immunity of the complete vehicle. This is the second in a series of papers on electromagnetic compatibility (EMC) in the off-highway vehicle.