Vehicle, Engine, and Transmission Program Timing Directions

https://deepblue.lib.umich.edu/bitstream/2027.42/154102/1/osat1993.pd

Declaración medioambiental

EMASNom anterior: Expert Components, S.A. (1991-2004)Resultat de la fusió l'agost de 2004 de: EXPERT Automotive Corporation, S.L., EXPERT Components, S.A. i EXPERT Components Pamplona, S.A.Fabricació d'altres productes de matèries plàstiques. Fabricació de parts, peces i accessoris no elèctrics per a vehicles de motor i els seus motor

Full Flight Envelope Direct Thrust Measurement on a Supersonic Aircraft

Direct thrust measurement using strain gages offers advantages over analytically-based thrust calculation methods. For flight test applications, the direct measurement method typically uses a simpler sensor arrangement and minimal data processing compared to analytical techniques, which normally require costly engine modeling and multisensor arrangements throughout the engine. Conversely, direct thrust measurement has historically produced less than desirable accuracy because of difficulty in mounting and calibrating the strain gages and the inability to account for secondary forces that influence the thrust reading at the engine mounts. Consequently, the strain-gage technique has normally been used for simple engine arrangements and primarily in the subsonic speed range. This paper presents the results of a strain gage-based direct thrust-measurement technique developed by the NASA Dryden Flight Research Center and successfully applied to the full flight envelope of an F-15 aircraft powered by two F100-PW-229 turbofan engines. Measurements have been obtained at quasi-steady-state operating conditions at maximum non-augmented and maximum augmented power throughout the altitude range of the vehicle and to a maximum speed of Mach 2.0 and are compared against results from two analytically-based thrust calculation methods. The strain-gage installation and calibration processes are also described

Factors associated with chest injuries to front seat occupants in frontal impacts

Objective: Improving crash protection for older car occupants is a matter of urgency since the number of older car users is forecast to grow dramatically over the next two decades. The thorax is particularly vulnerable in older occupants, and this study aimed to provide real-world in-depth analysis of factors contributing to chest injuries in frontal impacts involving European cars. Methods: Real world crash injury data were interrogated, focusing on cars with current restraint components. The research examined belted front-seat occupants in frontal impacts where air bags, pretensioners and load limiters were present. Results: The chest was the most often injured body region at AIS 2+, 3+ and 4+ injury levels. The rate of AIS 2+ and AIS 3+ chest injuries was highest among elderly occupants and lowest among young occupants, and elderly occupants sustained proportionally more severe chest injuries in low/moderate speed impacts compared to young and middle-aged occupants. However, it should be noted that rates of AIS 2 chest injury were also significantly higher for middle-aged occupants compared to the young. The front passenger seat was shown to be more often associated with significant chest injury than the driver seat. The higher proportion of elderly female occupants was postulated as a reason for this. Skeletal injury was the most frequent type of AIS 2+ chest injury and the rate of injury for elderly occupants with such injuries was higher than for young and middle-aged occupants. With the increase in the number of rib fractures, the risk of pulmonary complications and organ injuries tended to increase. The major cause of chest injury was identified as restraining loads transmitted to the chest via the seat belt. The absence of intrusion in the majority of cases, suggests an opportunity for the restraint system to better manage the crash pulse. Not only for elderly occupants but for those who are middle-aged as well. Conclusions: This study shows the necessity for safety interventions, through new vehicle crashworthiness systems to improve chest protection especially for middle aged and elderly car occupants. Deployment of appropriate injury risk criteria, use of an appropriate dummy thorax, development of a low energy restraint test, and the development of more adaptive restraints have been discussed as possible solutions to the problem

Symbol Parameter Conditions Min Typ Max Unit Static characteristics

1. General description Logic level N-channel MOSFET in a D2PAK-7 package using TrenchPLUS MOSFET technology. The device includes TrenchPLUS current sensing and integrated diodes for temperature sensing. This product has been designed and qualified to AEC Q101 standard for use in high performance automotive applications. 2. Features and benefits • AEC-Q101 Compliant • Enables temperature monitoring due to integrated temperature sensor • Enables current sense measurement due to integrated current senseFET • Suitable for thermally demanding environments due to 175 °C ratin

Theoretical and experimental study of mechanical losses in automotive turbochargers

The aim of the present work is to show an approximation, through an experimental an theoretical study, to quantify the mechanical losses in a turbocharging system. These are linked to the dynamics in the turbo shaft bearings, both axial and radial. Theoretical and experimental methodologies are presented in order to develop a mechanical losses model. The experimental work consists on a measurement campaign in quasi-adiabatic operating conditions, while in the theoretical part, a mathematical model is developed taking into account the radial and axial bearings. The model uses some assumptions in order to solve the Navier-Stokes equations, leading to a simplified model which includes viscosity and the Reynolds number of the oil film formed on the bearings. The proposed model has shown a good agreement with the experimental dataThe authors of this paper wish to thank M.A. Ortiz and V. Ucedo for their invaluable work during the experimental setup and campaign, F.J. Arnau, Ph.D, for its excellent job maintaining and expanding Open WAMs code base and M.A. Reyes-Belmonte for all his hard and rigorous work extrapolating turbine maps and preparing and launching the simulations. This work has been partially supported by the Spanish Ministerio de Ciencia e Innovacion through grant number DPI2010-20891-C02-02.Serrano Cruz, JR.; Olmeda González, PC.; Tiseira Izaguirre, AO.; García-Cuevas González, LM.; Lefebvre, A. (2013). Theoretical and experimental study of mechanical losses in automotive turbochargers. Energy. 55:888-898. https://doi.org/10.1016/j.energy.2013.04.042S8888985

External heat losses in small turbochargers: Model and experiments

[EN] The behavior of small turbochargers is deeply affected by heat transfer phenomena. The external heat losses of these machines are studied and a simplified model that takes into account both radiation and convective mechanisms has been proposed. The model has been adjusted in a turbocharger test bench for two different turbochargers, later on it has been validated against experimental measurements on an engine test bench. Finally, the model has been used to estimate the most important external heat flows among the different elements of the turbocharger, showing the operative points in which external heat transfer in turbochargers cannot be neglected. (C) 2014 Elsevier Ltd. All rights reserved.This work has been financial supported by Jaguar Land Rover Ltd.Payri González, F.; Olmeda, P.; Arnau Martínez, FJ.; Dombrovsky, A.; Smith, L. (2014). External heat losses in small turbochargers: Model and experiments. Energy. 71:534-546. https://doi.org/10.1016/j.energy.2014.04.096S5345467

Camera-link and synchronism in automotive multi-vision systems

Cameras are excellent ways of non-invasively monitoring the interior and exterior of vehicles. The motivations for cabin monitoring are largely safety related and include occupant detection, occupant classification, and driver vigilance/drowsiness monitoring. Exterior vehicular monitoring has wider motivations including road surface condition monitoring, lane-departure warning systems, blind spot warning, collision warning/mitigation/avoidance, vehicle security, traffic sign detection and adaptive cruise control. The large number of cameras envisaged, necessitates the development of a novel, high performance methodology for interfacing several cameras to a central processing hub over a single lightweight cable whilst preserving a high degree of synchronicity between stereovision or multivision sets. Such a solution, which is also backward compatible with the Camera-Link® standard, is thus presented. This results in substantial cabling, weight and cost savings while simultaneously guaranteeing superior performance. A stereovision design and implementation is presented that makes use of prototype, ultra-high dynamic range, automotive-grade image sensors developed by ATMEL Grenoble SA as part of the European FP6 Project - SENSATION (Advanced Sensor Development for Attention, Stress, Vigilance and Sleep/Wakefulness Monitoring).European FP6 Project - SENSATION (Advanced Sensor Development for Attention, Stress, Vigilance and Sleep/Wakefulness Monitoring)peer-reviewe

The California Greenhouse Gas Initiative and Its Implications to the Automotive Industry

CAR undertook this investigation to better understand the costs and challenges of a local (state) regulation necessitating the implementation of alternative or advanced powertrain technology. CAR will attempt to add insight into the challenges that local regulations present to the automotive industry, and to contribute further to the discussion of how advanced powertrain technology may be used to meet such regulation. Any local law that (directly or indirectly) affects light duty motor vehicle fuel economy creates what in effect is a specialty market for powertrain technology. As such these small markets present significant challenges for automotive manufacturers. First, a small market with unique standards presents significant challenges to an industry that has sustained growth by relying on large volumes to achieve scale economies and deliver products at a cost acceptable to the consumer. Further, the challenges of the additional technology make it likely that any powertrain capable of meeting the stringent emissions standards will include costly additional components, and thus will be more costly to manufacture. It is likely that manufacturers would consider the following actions as steps to deliver products to meet the pending California regulatory requirements anticipated as a result of prior California legislation: (1) Substituting more fuel efficient vehicles: Bring in more efficient vehicles from global operations, while likely dropping existing domestic products. (2) Substituting powertrains: Add existing downsized engines (i.e. turbocharged versions, etc.) into California market-bound vehicles. (3) Powertrain enhancements: Add technology to current engine and transmission offerings to improve efficiency and reduce emissions. (4) Incorporating alternative powertrains into existing vehicle platforms: Develop a hybrid or other type of powertrain for an existing vehicle. (5) New powertrains and new platforms: Develop vehicles specifically intended to incorporate new powertrain technologies, materials and/or design (e.g. the General Motors EV1 or the Toyota Prius). These five actions represent the gamut from the least complicated solution to the most complex. They also generally represent the least expensive response to the most expensive. It is possible that the least expensive responses may be least likely to meet market demands while achieving required GHG emission limits. At the same time, the most expensive option may produce a vehicle that satisfies the GHG reduction requirements and meets some consumer requirements, but is far too costly to manufacture and sell profitably. The response of a manufacturer would certainly have to take market size, consumer acceptance, technology implication and cost, as well as internal capacities and constraints, into consideration. It is important to understand that individual companies may respond differently in the short term. However, it is probable that there would be a more consistent industry-wide response in the longer term. Options 1 and 2 present the simplest responses. A company may reach into its global portfolio to deliver vehicles that are more fuel-efficient. These vehicles are usually much smaller and significantly less powerful than current U.S. offerings. Industry respondents indicated that such a strategy may be possible but would likely be met with less than positive reaction from the buying public. A general estimate for the cost to homologize a vehicle--that is, to prepare an existing vehicle for entry into the United States provided all business conditions were met (reasonable product, capacity availability, etc.), would be approximately $50 million. Assuming an estimated cost for homologation to meet U.S. standards of$50 million and a 20,000 vehicle per year sales volume in California, the company would then incur a $2,500 per-vehicle cost to bring them into the market. A manufacturer may also choose to incorporate a more efficient powertrain into a vehicle already sold in the market. The costs associated with such a strategy would include reengineering the vehicle engine compartment to accept the new powertrain, and developing, engineering and manufacturing those parts unique to the vehicle. Costs would also be incurred to achieve emission certification. Total costs per vehicle, if sold only in California would be similar to nationally averaged costs per vehicle when bringing a new vehicle into the national market. While companies may consider the importation of a more fuel-efficient vehicle from their current global portfolio, or the addition of a powertrain from another market, it is likely that these would be seen as stop-gap responses to the legislation. Many of the candidate vehicles and powertrains would likely not meet California consumer expectations, and may not provide enough fuel savings to achieve more severe emission regulations, thus offering only a step toward any solution