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Acoustical materials are widely used in automotive vehicles and other industrial applications. Two important parameters namely Sound Transmission Loss (STL) and absorption coefficient are commonly used to evaluate the acoustical performance of these materials. Other parameters, such as insertion loss, noise reduction, and loss factors are also used to judge their performance depending on the application of these materials. A systematic comparative study of STL and absorption coefficient was conducted on various porous acoustical materials. Several dozen materials including needled cotton fiber (shoddy) and foam materials with or without barrier/scrim were investigated. The results of STL and absorption coefficient are presented and compared. As expected, it was found that most of materials are either good in STL or good in absorption. However, some combinations can achieve a balance of performance in both categories.

This paper shows how a computer can systematically remove non-essential chemical reactions from a large chemical kinetic mechanism. The computer removes the reactions based upon a single solution using a detailed mechanism. The resulting reduced chemical mechanism produces similar numerical predictions significantly faster than predictions that use the detailed mechanism. Specifically, a reduced chemical kinetics mechanism for iso-octane has been derived from a detailed mechanism by eliminating unimportant reaction steps and species. The reduced mechanism has been developed for the specific purpose of fast and accurate prediction of ignition timing in an HCCI engine. The reduced mechanism contains 199 species and 383 reactions, while the detailed mechanism contains 859 species and 3606 reactions. Both mechanisms have been used in numerical simulation of HCCI combustion.

Design optimization often relies on computational models, which are subjected to a validation process to ensure their accuracy. Because validation of computer models in the entire design space can be costly, we have previously proposed an approach where design optimization and model validation, are concurrently performed using a sequential approach with variable-size local domains. We used test data and statistical bootstrap methods to size each local domain where the prediction model is considered validated and where design optimization is performed. The method proceeds iteratively until the optimum design is obtained. This method however, requires test data to be available in each local domain along the optimization path. In this paper, we refine our methodology by using polynomial regression to predict the size and shape of a local domain at some steps along the optimization process without using test data.

An evaluation methodology has been developed for assessing the suitability of R-1234yf in vehicles. This relates primarily to evaluating the flammability of R-1234yf in the engine compartment during a frontal collision. This paper will discuss the process followed in the methodology, the technical rationale for this process, and the results of the analysis. The specific types of analysis included in the methodology are: exhaust-system thermal characterization, computer simulated crash tests, actual crash tests, teardown and examination of crashed parts, and releases of refrigerant onto hot exhaust manifolds. Each type of analysis was logically ordered and combined to produce a comprehensive evaluation methodology. This methodology has been applied and demonstrates that R-1234yf is difficult to ignite when factors that occur in frontal crashes are simultaneously considered.

This investigation utilizes a DFSS analysis approach to determine automatic transmission gear content required to minimize fuel consumption for various powertrain - vehicle systems. L18 and L27 inner arrays with automatic transmission design and shift pattern constraint parameters were varied to determine their relative influence on fuel consumption. An outer noise array consisting of two vehicles with various engines, final drive ratios and legislated emissions test cycles was used to make a robust transmission selection based on minimizing fuel consumption. The full details of the DFSS analysis method and assumptions are presented along with a detailed examination of the results. With respect to transmission design parameters, parasitic spinloss and gear mesh efficiency were found to be most important followed by the number of gears. The DFSS analysis further revealed that unique transmission design formulations are potentially required for widely varying engines.

We have developed a methodology for predicting combustion and emissions in a Homogeneous Charge Compression Ignition (HCCI) Engine. The methodology judiciously uses a fluid mechanics code followed by a chemical kinetics code to achieve great reduction in the computational requirements; to a level that can be handled with current computers. In previous papers, our sequential, multi-zone methodology has been applied to HCCI combustion of short-chain hydrocarbons (natural gas and propane). Applying the same procedure to long-chain hydrocarbons (iso-octane) results in unacceptably long computational time. In this paper, we show how the computational time can be made acceptable by developing a segregated solver. This reduces the run time of a ten-zone problem by an order of magnitude and thus makes it much more practical to make combustion studies of long-chain hydrocarbons.

This paper presents a distributed control system framework for next-generation automotive control systems, in which various control units are connected with CAN bus. The framework is a software platform that performs communication between control units and invocation of application programs. The framework includes necessary functions for data transmission to meet end-to-end timing constraints in distributed control systems. Application programmers don't have to write any communication procedure but focus on developing application programs with appropriate API (Application Program Interface). The framework is based on driving force management and also OSEK, which is a standard real-time operating system (OSEK-OS) and a communication protocol (CAN) for automotive control. We are now applying our prototype framework to an adaptive cruise control system in our experimental vehicle.

Due to magnesium alloy's poor weldability, other joining techniques such as laser assisted self-piercing rivet (LSPR) are used for joining magnesium alloys. This research investigates the fatigue performance of LSPR for magnesium alloys including AZ31 and AM60. Tensile-shear and coach peel specimens for AZ31 and AM60 were fabricated and tested for understanding joint fatigue performance. A structural stress - life (S-N) method was used to develop the fatigue parameters from load-life test results. In order to validate this approach, test results from multijoint specimens were compared with the predicted fatigue results of these specimens using the structural stress method. The fatigue results predicted using the structural stress method correlate well with the test results.

The fidelity of the hybrid electric vehicle simulation is increased with the integration of a computationally-efficient finite-element based electric machine model, in order to address optimization of component design for system level goals. In-wheel electric motors are considered because of the off-road military application which differs significantly from commercial HEV applications. Optimization framework is setup by coupling the vehicle simulation to the constrained optimization solver. Utilizing the increased design flexibility afforded by the model, the solver is able to reshape the electric machine's efficiency map to better match the vehicle operation points. As the result, the favorable design of the e-machine is selected to improve vehicle fuel economy and reduce cost, while satisfying performance constraints.

A global, systems-level model which characterizes the thermal behavior of internal combustion engines is described in this paper. Based on resistor-capacitor thermal networks, either steady-state or transient thermal simulations can be performed. A two-zone, quasi-dimensional spark-ignition engine simulation is used to determine in-cylinder gas temperature and convection coefficients. Engine heat fluxes and component temperatures can subsequently be predicted from specification of general engine dimensions, materials, and operating conditions. Emphasis has been placed on minimizing the number of model inputs and keeping them as simple as possible to make the model practical and useful as an early design tool. The success of the global model depends on properly scaling the general engine inputs to accurately model engine heat flow paths across families of engine designs. The development and validation of suitable, scalable submodels is described in detail in this paper.

A GT-Power Fast Run Model simplified from detail model for HIL is verified with a bench test using the dSPACE Simulator. Firstly, the conversion process from a detailed model to FRM model is briefly described. Then, the spark timing, fuel pulse with control for FAR, and torque level control are developed for proof of concept. Moreover a series of FRM/Simulink co-simulation and HIL tests are conducted. In the summary, the test results are presented and compared with GT detailed model simulations. The test results show that the FRM/dSPACE HIL stays consistent in most variables of interest under 0.7-0.9 real-time factor condition between 1000 - 5000 RPM. The same steady-state can be reached by RCP controllers or with GT-Power internal controllers. The transient states are close using different control algorithm. The main purpose of HIL application is achieved, despite inconsistencies in performance data like fuel consumption.

This paper outlines the process by which a current production commercial diesel engine was modified for high performance military use. Salient among the needs for military use are a compact package and high power output. The compact engine package was addressed by the selection of a base engine of relatively small displacement and slim inline configuration. The air system, fuel pump, and other ancillary components were re-packaged close to the engine. A high engine power output was achieved by turbocharging at the pressure ratios achievable by current production turbochargers, increased engine speed, and upgrades in the design of engine components. Close attention was paid to thermal and mechanical loading of all components of the engine. Most components in the engine were changed to accommodate these loadings and packaging needs.

The components in a hybrid electric vehicle (HEV) powertrain include the battery pack, an internal combustion engine, and the electric machines such as motors and possibly a generator. These components generate a considerable amount of heat during driving cycles. A robust thermal management system with advanced controller, designed for temperature tracking, is required for vehicle safety and energy efficiency. In this study, a hybridized mid-size truck for military application is investigated. The paper examines the integration of advanced control algorithms to the cooling system featuring an electric-mechanical compressor, coolant pump and radiator fans. Mathematical models are developed to numerically describe the thermal behavior of these powertrain elements. A series of controllers are designed to effectively manage the battery pack, electric motors, and the internal combustion engine temperatures.

The methodology for predicting the transient mixing rate is presented for a direct injection, quiescent chamber diesel. The mixing process is modeled as a zero-dimensional, large-scale phenomena which accounts for injection rate, cylinder geometry, and engine operating condition. As a demonstration, two different injection schemes were investigated for engine speeds of 1600, 2100, and 2600 rpm. In the first case, the air-fuel ratio was fixed while the injection rate was allowed to vary, but for the second case, the injection duration was fixed and the air-fuel ratio was allowed to vary. For the former case, the resulting mixing rate was also compared with the experimentally determined fuel burning rate. These two quantities appeared to be correlated in some manner for the various engine speeds under investigation.

Vehicle structure crashworthiness design is one of the most challenging problems in product development and it has been studied for decades. Challenges still remain, which include developing a reliable and systematic approach for general crashworthiness design problems, which can be used to design an optimum vehicle structure in terms of topology, shape, and size, and for both structural layout and material layout. In this paper, an advanced and systematic approach is presented, which is called Magic Cube (MQ) approach for crashworthiness design. The proposed MQ approach consists of three major dimensions: Decomposition, Design Methodology, and General Considerations. The Decomposition dimension is related to the major approaches developed for the crashworthiness design problem, which has three layers: Time (Process) Decomposition, Space Decomposition, and Scale Decomposition.

We present an Accelerated Life Testing (ALT) methodology along with a design for fatigue approach, using Gaussian or non-Gaussian excitations. The accuracy of fatigue life prediction at nominal loading conditions is affected by model and material uncertainty. This uncertainty is reduced by performing tests at a higher loading level, resulting in a reduction in test duration. Based on the data obtained from experiments, we formulate an optimization problem to calculate the Maximum Likelihood Estimator (MLE) values of the uncertain model parameters. In our proposed ALT method, we lift all the assumptions on the type of life distribution or the stress-life relationship and we use Saddlepoint Approximation (SPA) method to calculate the fatigue life Probability Density Functions (PDFs).

We have developed a methodology for predicting combustion and emissions in a Homogeneous Charge Compression Ignition (HCCI) Engine. This methodology combines a detailed fluid mechanics code with a detailed chemical kinetics code. Instead of directly linking the two codes, which would require an extremely long computational time, the methodology consists of first running the fluid mechanics code to obtain temperature profiles as a function of time. These temperature profiles are then used as input to a multi-zone chemical kinetics code. The advantage of this procedure is that a small number of zones (10) is enough to obtain accurate results. This procedure achieves the benefits of linking the fluid mechanics and the chemical kinetics codes with a great reduction in the computational effort, to a level that can be handled with current computers.

Understanding reliability is critical in design, maintenance and durability analysis of engineering systems. A reliability simulation methodology is presented in this paper for vehicle fleets using limited data. The method can be used to estimate the reliability of non-repairable as well as repairable systems. It can optimally allocate, based on a target system reliability, individual component reliabilities using a multi-objective optimization algorithm. The algorithm establishes a Pareto front that can be used for optimal tradeoff between reliability and the associated cost. The method uses Monte Carlo simulation to estimate the system failure rate and reliability as a function of time. The probability density functions (PDF) of the time between failures for all components of the system are estimated using either limited data or a user-supplied MTBF (mean time between failures) and its coefficient of variation.

In recent years the U.S. Army Tank-Automotive Research, Development, and Engineering Center (TARDEC) has been investigating the survivability and injury mechanisms of underbody blast and crash, and their effects on personnel, with the use of Anthropomorphic Test Devices (ATD), or crash test dummies. Injury Assessment Reference Values (IARV) for crash have been researched for decades, and the US Army Research Laboratory (ARL), some years ago, also developed IARVs for underbody blast for the Hybrid III 50th percentile ATD. More recently, TARDEC extended these IARVs for the 5th and 95th percentile. With the advent of TARDEC’s Occupant Protection Laboratory large amounts of data were accumulated, which brought an interest in automating the analysis, and so a software tool was developed. The interactive in-house written software, called ICalc, allows the user to open test data files acquired from blast testing, drop tower testing, and crash testing.

Making manned and remotely-controlled wheeled and tracked vehicles easier to drive, especially off-road, is of great interest to the U.S. Army. If vehicles are easier to drive (especially closed hatch) or if they are driven autonomously, then drivers could perform additional tasks (e.g., operating weapons or communication systems), leading to reduced crew sizes. Further, poorly driven vehicles are more likely to get stuck, roll over, or encounter mines or improvised explosive devices, whereby the vehicle can no longer perform its mission and crew member safety is jeopardized. HMI technology and systems to support human drivers (e.g., autonomous driving systems, in-vehicle monitors or head-mounted displays, various control devices (including game controllers), navigation and route-planning systems) need to be evaluated, which traditionally occurs in mission-specific (and incomparable) evaluations.