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There is a definite trend toward the increasing use of “Glass Encapsulation Technology” in the automotive industry. In this technology a glass object such as a window is placed within a mould and an elastomer is injected around the window giving a tight sealing system. A wide variety of materials are currently used as the sealing materials in either static or semi-static encapsulated glazing systems, including a wide range of “elastomers”. New thermoplastic elastomer compounds are being developed that are characterized by their consistent properties; including high melt-fluidity, very good surface appearance, sealing properties, and resistance to weathering. Compound performance is highly dependent on formulation variables as well as the chemistries of the base materials. KRATON® SEBS polymers1 are block copolymers of styrene and ethylene/butylene.

The objectives of the present work are to investigate the regulated and unregulated (particle) emissions of a classical and modern 2-stroke and a typical 4-stroke scooter with different ethanol blend fuels. There is also comparison of two different ethanol fuels: pure ethanol (E) *) and hydrous ethanol (EH) which contains 3.9% water and is denatured with 1.5% gasoline. Special attention is paid in this research to the hydrous ethanol, since the production costs of hydrous ethanol are much less than those for (dry) ethanol. The vehicles are with carburettor and without catalyst, which represents the most frequent technology in Eastern Asia and offers the information of engine-out emissions. Exhaust emissions measurements have been performed with fuels containing ethanol (E), or hydrous ethanol (EH) in the portion of 5, 10, 15 and 20% by volume. During the test systematical analysis of particle mass (PM) and nano-particles counts (NP) were carried out.

This paper presents an overview of the evolution & revolution of automotive E/E architectures and how we at Bosch, envision the technology in the future. It provides information on the bottlenecks for current E/E architectures and drivers for their evolution. Functionalities such as automated driving, connectivity and cyber-security have gained increasing importance over the past few years. The importance of these functionalities will continue to grow as these cutting-edge technologies mature and market acceptance increases. Implementation of these functionalities in mainstream vehicles will demand a paradigm shift in E/E architectures with respect to in-vehicle communication networks, power networks, connectivity, safety and security. This paper expounds on these points at a system level.

A direct injection system in which fuel was injected through the cylinder wall was developed and detailed investigation was made for the purpose of reducing short-circuit of fuel in 2-stroke engines. As a result of dynamo tests using 430cc single cylinder engine, it was found that the injector was best attached at a location as close to TDC as possible on the rear transfer port side, and that the entire amount of fuel should be injected towards the piston top surface. Emissions were worsened if fuel was injected towards the exhaust port or spark plug. Although the higher injection pressure resulted in large emissions reduction effects, it did not have a significant effect on fuel consumption. When a butterfly exhaust valve, known to be effective against irregular combustion in the light load range, was applied, it was found to lead to further reductions in HC emission and fuel consumption while also improving combustion stability.

The CBR [1] (Controlled Burn Rate) is a port deactivation concept developed by AVL and is already applied in series production cars. The benefit of this concept is the low engine-out emission (CO, HC and NOx) and good fuel economy. By creating turbulent kinetic energy at the correct time and place in the combustion chamber a rapid and stable combustion occurs which allows to run the engine well above a Lambda Excess Air Ratio of 1.5. The CBR system features two different intake ports, one charge motion port and one filling port. Additionally a device for port-deactivation (slider, butterfly) is applied. At part load points and lower engine speeds the filling port is switched off. The CBR concept was now evoluted for compact engines as CCBR - with carburetor and as CBR Light - for engines with electronic fuel injection. CCBR stands for Carbureted Controlled Burn Rate.

Hybrid electric vehicles (HEVs) are worldwide recognized as one of the best and most immediate opportunities to solve the problems of fuel consumption, pollutant emissions and fossil fuels depletion, thanks to the high reliability of engines and the high efficiencies of motors. Moreover, as transport policy is becoming day by day stricter all over the world, moving people or goods efficiently and cheaply is the goal that all the main automobile manufacturers are trying to reach. In this context, the municipalities are performing their own action plans for public transport and the efforts in realizing high efficiency hybrid electric buses, could be supported by the local policies. For these reasons, the authors intend to propose an efficient control strategy for a hybrid electric bus, with a series architecture for the power-train.

The road transportation sector is undergoing significant changes, and new green scenarios for sustainable mobility are being proposed. In this context, a diversification of the vehicles’ propulsion, based on electric powertrains and/or alternative fuels and technological improvements of the electric vehicles charging stations, are necessary to reduce greenhouse gas emissions. The adoption of internal combustion engines operating with alternative fuels, like methanol, may represent a viable solution for overcoming the limitations of actual grid connected charging infrastructure, giving the possibility to realize off-grid charging stations. This work aims, therefore, at investigating this last aspect, by evaluating the performance of an internal combustion engine fueled with methanol for stationary applications, in order to fulfill the potential demand of an on off-grid charging station.

The Lunar Electric Rover (LER), which was formerly called the Small Pressurized Rover (SPR), is currently being carried as an integral part of the lunar surface architectures that are under consideration in the Constellation Program. One element of the LER is the suit port, which is the means by which crew members perform Extravehicular Activities (EVAs). Two suit port deliverables were produced in fiscal year 2008: a 1-g suit port concept evaluator for functional integrated testing with the LER 1-g concept vehicle and a functional and pressurizable Engineering Unit (EU). This paper focuses on the 1-g suit port concept evaluator test results from the Desert Research and Technology Studies (D-RATS) October 2008 testing at Black Point Lava Flow (BPLF), Arizona. The 1-g suit port concept evaluator was integrated with the 1-g LER cabin and chassis concepts.

This paper describes the potential motorcycle application of a parallel hybrid powertrain that was conceptualized, designed, developed and tested (for passenger car application) at Southwest Research Institute (SwRI). The patented powertrain mechanical layout and controller are described in this paper. The transitioning between operating modes has been analyzed for satisfactory performance. Initial fuel consumption simulations of the parallel hybrid drivetrain indicate more than double the fuel economy of an equivalent-size conventional drivetrain. The model has been previously validated on a passenger vehicle-sized prototype. The Southwest Research Institute inventors have been recently awarded U.S. Patent 6,110,066 for the parallel hybrid drivetrain.

Advanced Vehicle Technologies (AVT), a Ballarat Australia based company, has developed the World's first diesel to 100% LPG conversion for heavy haul trucks. There is no diesel required or utilized on the trucks. The engine is converted with minimal changes into a spark ignition engine with equivalent power and torque of the diesel. The patented technology is now deployed in 2 Mercedes Actros trucks. The power output in engine dynamometer testing exceeds that of the diesel (in excess of 370 kW power and 2700 Nm torque). In on-road application the power curve is matched to the diesel specifications to avoid potential downstream power-train stress. Testing at the Department of Transport Energy & Infrastructure, Regency Park, SA have shown the Euro 3 truck converted to LPG is between Euro 4 and Euro 5 NOx levels, CO2 levels 10% better than diesel on DT80 test and about even with diesel on CUEDC tests.

An integration study was performed coupling an SP-100 reactor with either a Brayton or Stirling power conversion subsystem. A power level of 100 kWe was selected for the study. The power system was to be compatible with both the lunar and Mars surface environment and require no site preparation. In addition, the reactor was to have integral shielding and be completely self-contained, including its own auxiliary power for start-up. Initial reliability studies were performed to determine power conversion redundancy and engine module size. Previous studies were used to select the power conversion optimum operating conditions (ratio of hot-side temperature to cold-side temperature). Results of the study indicated that either the Brayton or Stirling power conversion subsystems could be integrated with the SP-100 reactor for either a lunar or Mars surface power application.

A prototype 2007 ISL Cummins diesel engine equipped with a diesel oxidation catalyst (DOC), diesel particle filter (DPF), variable geometry turbocharger (VGT), and cooled exhaust gas recirculation (EGR) was tested at Southwest Research Institute (SwRI) under a high-load accelerated durability cycle for 1000 hours with B20 soy-based biodiesel blends and ultra-low sulfur diesel (ULSD) fuel to determine the impact of B20 on engine durability, performance, emissions, and fuel consumption. At the completion of the 1000-hour test, a thorough engine teardown evaluation of the overhead, power transfer, cylinder, cooling, lube, air handling, gaskets, aftertreatment, and fuel system parts was performed. The engine operated successfully with no biodiesel-related failures. Results indicate that engine performance was essentially the same when tested at 125 and 1000 hours of accumulated durability operation.

This paper provides an overview about the consequences of a 14/42 V - Electrical Power Supply System for the Electrical Interconnection and Switching Technology. It presents design guidelines and solutions for connector systems including advanced applications like fuse and relay boxes and gives an overview of those existing connectors already suited for 42 V and even higher voltages. The problem of arcing due to the increased voltage is discussed for the case that mating and unmating under load has to be taken into consideration. Arcing also has a tremendous impact on the design of 42 V proof relays. Therefore, some basic results be presented along with proposals how these problems can be overcome by appropriate designs. Another part of the paper looks at the electrical power supply system itself. Here interconnection techniques for new battery systems are discussed. Finally, the chances for new technologies are highlighted.

Flexibility, oil resistance, and the need for heat resistance to 150°C-plus temperatures have traditionally limited automotive design engineers to two options - thermoset rubber or heat-shielding conventional thermoplastic elastomers (TPE). Both of these options present limitations in part design, the ability to consolidate the number of components in a part of assembly, and on total cost. This paper presents a class of high-performance, flexible thermoplastic elastomers based on dynamically vulcanized polyacrylate (ACM) elastomer dispersed in a continuous matrix of polyamide (PA) thermoplastic. These materials are capable of sustained heat resistance to 150°C and short-term heat resistance to 175°C, without requiring heat shielding. Recent advancements in blow molding and functional testing of the PA//ACM TPEs for automotive air management (ducts) and underhood sealing applications will be shown.

Because of the size and weight of the various components going into the machine, new approaches were used to solve the practical limitations of manufacturing facilities, shipping clearances, and erection procedures. Although the general appearance of the machine is similar to previous units, there are a number of new design features incorporated in the unit. This paper will be limited to the major design considerations as follows: adaption to stripping two seams of coal simultaneously; dipper with two doors; computerized hydraulic steering maintaining Ackerman correction; double end drive crawlers and belt tensioning; and electrical innovations.

Background of the Pure Oil performance trials on six classes of automobiles is presented and the evolution of test requirements described. Three tests are run: the economy test to establish how far a vehicle can go over a prescribed course on one gallon of gasoline; the acceleration test which determines acceleration time from 25 to 70 mph in seconds; and the braking test where stopping distance in feet is measured for a stop from 60 mph. Each test is described from the point of view of rules, recording instruments, and penalties for infractions of rules. Test results are presented.

A review of the Pure Oil Performance Trials conducted at Daytona International Speedway are presented. Background information pertaining to conducting of tests, design of the equipment, and instrumentation required for the various events are discussed. The performance trials have evolved into three basic tests -- Economy, Acceleration, and Braking. The objective of the Performance Trials is to provide data that motorists can utilize in evaluating new cars and selecting new models.

This paper is a summary of the aerodynamic development of the 1988 Chevrolet and GMC pickup truck. Comprehensive drag reduction work was performed with clay models from the original concept through the detailed full-scale model. In addition, the aerodynamic development included wind rush noise reduction, optimization of engine cooling air flow, and body surface pressures for HVAC performance.

This paper presents a summary of body structural analysis applied to the 1989 Suzuki Sidekick/Geo Tracker at various stages of development and design. The structure analysis techniques were applied previously to rigidity, vibration, strength, crashworthiness and optimization. The studies confirm that the CAE technique for body structure analysis is more beneficial if it is utilized in the earlier structure development stages particularly for vibration and crashworthiness. Through the extensive use of the structural analysis technique in conjunction with the experiment, the design concept of the Sidekick/Tracker body has been optimized to a most extent.

A student team from Minnesota State University, Mankato's Automotive Engineering Technology program entered the Clean Snowmobile Challenge 2000. A 1998 Polaris Indy Trail was converted to indirect fuel injection running on a computer controlled closed loop fuel system. Also chassis, exhaust, and hood design modifications were made. The snowmobile was designed to compete in eight events. These events included acceleration, emissions, hill climb, cold start, noise, fuel economy/range, handling/driveability, and static display. The snowmobile modifications involved every aspect of the snowmobile with special emphasis on emissions and noise. Laboratory testing led to the final design. This paper details the modifications and test results.