Search Results

In order to achieve high customer satisfaction and to avoid high warranty costs caused by component failures of the power-train of hybrid electric vehicles (HEV), car manufacturers have to optimize the dimensioning of these elements. Hence, it is obligatory for them to gain knowledge about the different types of vehicle usage being predominant all over the world. Therefore, in this paper we present a Data Mining system that employs a Random Forest (RF) based dissimilarity measure in the dimensionality reduction technique t-Distributed Stochastic Neighbor Embedding (t-SNE) to automatically identify and visualize different types of vehicle usage by applying these methods to aggregated logged on-board data, i.e., load spectrum data. This kind of data is calculated and recorded directly on the control units of the vehicles and consists of aggregated numerical data, like the histogram of the velocity signal or the traveled distance of a vehicle.

There is a growing need for life-cycle data – so-called collectives – when developing components like elastomer engine mounts. Current standardized extreme load cases are not sufficient for establishing such collectives. Supplementing the use of endurance testing data, a prediction methodology for component temperature collectives utilizing existing 3D CFD simulation models is presented. The method uses support points to approximate the full collective. Each support point is defined by a component temperature and a position on the time axis of the collective. Since it is the only currently available source for component temperature data, endurance testing data is used to develop the new method. The component temperature range in this data set is divided in temperature bands. Groups of driving states are determined which are each representative of an individual band. Each of the resulting four driving state spaces is condensed into a substitute load case.

The automotive industry uses supercharging in combination with various EGR strategies to meet the increasing demand for Diesel engines with high efficiency and low engine emissions. The charge air is heated by the EGR and the compression in the turbocharger to such an extent that high NOx emissions and a reduction in engine performance occurs. For this reason, the charge air cooler cools down the charge air before it enters the air intake manifold. In case of low pressure EGR, the charge air possesses a high moisture content and under certain operating conditions an accumulation of condensate takes place within the charge air cooler. During demanding engine loads, the condensate is entrained from the charge air cooler into the combustion chamber, resulting in misfiring or severe engine damage.

Air spring systems gain more and more popularity in the automotive industry and with the ever growing demand for comfort nowadays they are almost inevitable. Some significant advantages over conventional steel springs are appealing for commercial vehicles as well as for the modern passenger vehicles in the luxury class. Current production air spring systems exist in combination with hydraulic shock absorbers (integrated or resolved). An alternative is to use the medium air not only as a spring but also as a damper: a so-called air spring air damper. Air spring air dampers are force elements which could be a great step for the chassis technology due to their functionality (frequency selectivity, load levelling, load independent vibration behaviour, load dependent damping). Some of their design which avoid dynamic seals by the using of rubber bellows contribute to a better ride comfort.

Due to the diversity of Heavy Duty Vehicles (HDV), the European CO2 and fuel consumption monitoring methodology for HDVs will be based on a combination of component testing and vehicle simulation. In this context, one of the key input parameters that need to be accurately defined for achieving a representative and accurate fuel consumption simulation is the vehicle's aerodynamic drag. A highly repeatable, accurate and sensitive measurement methodology was needed, in order to capture small differences in the aerodynamic characteristics of different vehicle bodies. A measurement methodology is proposed which is based on constant speed measurements on a test track, the use of torque measurement systems and wind speed measurement. In order to support the development and evaluation of the proposed approach, a series of experiments were conducted on 2 different trucks, a Daimler 40 ton truck with a semi-trailer and a DAF 18 ton rigid truck.

Securing the desired strength and durability characteristics of suspension components is one of the most important topics in the development of commercial vehicles because these components undergo multiaxial variable amplitude loading. Leaf springs are essential for the suspension systems of trucks and they are considered as security relevant components in the product development phase. In order to guide the engineers in the design and testing department, a simulation method is developed as explained by Bakir et al. in a recently published SAE paper [1]. The main aim of the present study is to illustrate the validation of this simulation method for the durability of leaf springs based on the results from testing and measurements. In order to verify this CAE Method, the calculated stresses on the leaf springs are compared with the results of strain gage measurements and the fatigue failures of leaf springs are correlated with the calculated damage values.

An overview of Daimler?s progression to advance powertrain technology in a growth industry shows many different solutions to improvement in transportation. Daimler continues to make breakthroughs in technology development and application building on 125 years of automotive development. Optimization of current powertrains will enable a significant gain in CO2/mi reductions, that dependent on product mix can be augmented with additional technologies. There is however no bypass to some form of electrification, enabling efficiency gains and alternative forms of power supply. Development of hybrid powertrains continues in an established manner and enhanced development of further electrified powertrains are in development. Organizationally and technically, significant skills and adjustments need to continue to be undertaken enabling OEMs and in particular the supply base to develop optimized solutions efficiently. The outlook is bright for novel component development and innovation.

Since 2013 the new Daimler Aeroacoustic Wind Tunnel (AAWT) is in operation at the Mercedes-Benz Technology Center in Sindelfingen, Germany. This construction was the second stage of a wind tunnel center project, which was launched in 2007 and started with the climatic wind tunnels including workshop and office areas. The AAWT features a test facility for full-scale cars and vans with a nozzle exit area of 28 m2, a five-belt system, and underfloor balance to measure forces with best possible road simulation. With a remarkable low background noise level of the wind tunnel, vehicle acoustics can be investigated under excellent conditions using high-performance measurement systems. An overview is given about the building and the design features of the wind tunnel layout. The aerodynamic and aeroacoustic properties are summarized. During the first years of operation, further improvements regarding the wind tunnel background noise and vehicle handling were made.

In order to reduce fuel consumption in Fuel Cell Electric Vehicles, effective distribution of power demand between Fuel Cell and Battery is required. Energy management strategies can improve fuel economy by meeting power demand efficiently. This paper explains development of various energy management strategies for Fuel Cell Electric Vehicle with Lithium Ion Battery. Drive cycles used for optimization and analysis of the strategies are New European Drive cycles (NEDC), Japanese Drive cycles (JAP1015), City Drive cycles, Highway Drive cycles (FHDS) and Federal Urban Drive cycles (FUDS). All Fuel consumption and ageing calculations are done using backward model implemented in MATLAB/SIMULINK.

Downsizing and direct injection in modern DISI engines can lead to fuel impinging on the cylinder walls. The interaction of liquid fuel and engine oil due to fuel impinging on the cylinder wall causes problems in both lubrication and combustion. To analyze this issue with temporal and spatial resolution, we developed a laser-induced fluorescence (LIF) system for simultaneous kHz-rate imaging of fuel and oil films on the cylinder wall. Engine oil was doped with traces of the laser dye pyrromethene 567, which fluoresces red after excitation by 532 nm laser radiation. Simultaneously, the liquid fuel was visualized by UV fluorescence of an aromatic “tracer” in a non-fluorescent surrogate fuel excited at 266 nm. Two combinations of fuel and tracer were investigated, iso-octane and toluene as well as a multi-component surrogate and anisole. The fluorescence from oil and fuel was spectrally separated and detected by two cameras.

The TOP TIERTM Diesel fuel standard was first established in 2017 to promote better fuel quality in marketplace to address the needs of diesel engines. It provides an automotive recommended fuel specification to be used in tandem with regional diesel fuel specifications or regulations. This fuel standard was developed by TOP TIERTM Diesel Original Equipment Manufacturer (OEM) sponsors made up of representatives of diesel auto and engine manufacturers. This performance specification developed after two years of discussions with various stakeholders such as individual OEMs, members of Truck and Engine Manufacturers Association (EMA), fuel additive companies, as well as fuel producers and marketers. This paper reviews the major aspects of the development of the TOP TIERTM Diesel program including implementation and market adoption challenges.

The overall efficiency of hybrid electric vehicles largely depends on the design and application of its energy management system (EMS). Despite the load coordination when operating the system in a hybrid mode, the EMS accounts for state changes between the different driving modes. Whether a transition between pure electric driving and internal combustion engine (ICE) powered driving is beneficial depends, among others, on the respective operation point, the route ahead as well as on the energetic expense for the engine start itself. The latter results from a complex interaction of the powertrain components and has a tremendous impact on the efficiency and quality of EMSs. Optimization based methods such as dynamic programming serve as benchmark for the design process of rule based control strategies. In case no energetic expenses are assigned to a state change, the resulting EMS suffers from being sub-optimal regarding the fuel consumption.

This paper investigates the pressure drop with and without condensation inside a charge air cooler. The background to this investigation is the fact that the stored condensate in charge air coolers can be torn into the combustion chamber during different driving states. This may result in misfiring or in the worst-case lead to an engine failure. In order to prevent or reduce the accumulated condensate inside charge air coolers, a better understanding of the detailed physics of this process is required. To this end, one single channel of the charge air side is investigated in detail by using an experimental setup that was built to reproduce the operating conditions leading to condensation. First, measurements of the pressure drop without condensation are conducted and a good agreement with experimental data of a comparable heat exchanger reported in Kays and London [1] is shown.

Aerodynamic design and thermal management are some of the most important tasks when developing new concepts for the flow around tractor-trailers. Today, both experimental and numerical studies are an integral part of the aerodynamic and thermal design processes. A variety of studies have been conducted how the aerodynamic design reduces the drag coefficient for fuel efficiency as well as for the construction of radiators to provide cooling on tractor-trailers. However, only a few studies cover the combined effect of the aerodynamic and thermal design on the air temperature of the under hood flow [8, 13, 16, 17, 20]. The objective of this study is to analyze the heat transfer through forced convection for a scaled Cab-over-Engine (CoE) tractor-trailer model with under hood flow. Different design concepts are compared to provide low under hood air temperature and efficient cooling of the sub components.

The number of full electric and hybrid electric vehicles is rapidly growing [1][2][3]. The new technologies accompanying this trend are increasingly becoming a focal point of interest for rescue services. There is much uncertainty about the right techniques to free trapped occupants after an accident. The same applies to vehicle fires. Can car fires involving vehicles with a lithium ion traction battery be handled in the same way as conventional vehicle fires? Is water the right extinguishing agent? Is there a risk of explosion? There are many unanswered questions surrounding the topic of electric vehicle safety. The lack of information is a breeding ground for rumours, misinformation and superficial knowledge. Discussions on various internet platforms further this trend. Tests were conducted on three lithium ion traction batteries, which were fuel-fired until burning on their own. The batteries were then extinguished with water, a surfactant and a gelling agent.

The reduction of fuel consumption as well as the rising demands of customers regarding a vehicle’s driving dynamic and the legislator’s continually rising demands are a current issue in vehicle development. Hybrid vehicles offer a possibility to rise to this challenge. Realistic driving cycles are of utmost importance for the calibration of a hybrid vehicle’s operational strategy. Deriving replacement speed cycles from extensive customer data sets seems to be an approach for solving these problems. The contribution at hand describes the derivation of replacement cycles by using stochastic models, probabilistic (weighted) drawings and a combinatorial optimisation. The novelty value is that the characteristic influences of all drivers are being considered in the generation due to the stochastic modelling.

In the next 20 years the share of small electric vehicles (SEVs) will increase especially in urban areas. SEVs show distinctive design differences compared to traditional vehicles. Thus the consequences of impacts of SEVs with vulnerable road users (VRUs) and other vehicles will be different from traditional collisions. No assessment concerning vehicle safety is defined for vehicles within European L7e category currently. Focus of the elaborated methodology is to define appropriate test scenarios for this vehicle category to be used within a virtual tool chain. A virtual tool chain has to be defined for the realization of a guideline of virtual certification. The derivation and development of new test conditions for SEVs are described and are the main focus of this work. As key methodology a prospective methodical analysis under consideration of future aspects like pre-crash safety systems is applied.

A wide variety of applications such as driver assistant and energy management systems are researched and developed in virtual test environments. The safe testing of the applications in early stages is based on parameterizable and reproducible simulations of different driving scenarios. One possibility is modeling the microscopic driving behavior to simulate the longitudinal vehicle dynamics of individual vehicles. The currently used driver models are characterized by a conflict regarding comprehensibility, accuracy and calibration effort. Due to the importance for further analyses this conflict of interests is addressed by the presentation of a new microscopic driver model in this paper. The proposed driver model stores measured driving behaviors with its statistical distributions in maps. Thereby, the driving task is divided into free flow, braking in front of stops and following vehicles ahead. This makes it possible to display the driving behavior in its entirety.

The oil transport phenomena in the chamfer beneath the oil control ring of a piston in a motored engine were investigated with a combined experimental-numerical approach. High-speed laser-induced fluorescence was used to visualize the oil distribution crank-angle-resolved on both thrust side and anti-thrust side of an optically accessible single cylinder engine. Corresponding three-dimensional volume-of-fluid CFD simulations were calibrated with the experiment and then utilized to analyze the cross sectional flows in the chamfer. Phenomena triggered by inertial forces and the lateral piston motion, e.g. oil transport from the piston to the liner (bridging) and the formation of a circular flow in the chamfer, are described in detail.

In order to offer a wide range of driving experiences to their customers, original equipment manufacturers implement different driving programs. The driver is capable of manually switching between these programs which alter drivability parameters in the engine control unit. As a result, acceleration forces and gradients are modified, changing the perceived driving experience. Nowadays, drivability is calibrated iteratively through road testing. Hence, the resulting set of parameters incorporated within the engine control unit is strongly dependent on the individual sentiments and decisions of the test engineers. It is shown, that implementing a set of objective criteria offers a way to reduce the influences of personal preferences and sentiments in the drivability calibration process. In combination with the expertise of the test engineers, the desired vehicle behavior can be formalized into a transient set point sequence to give final shape to the acceleration behavior.