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The DIATS project, funded under the European Fourth Framework programme is assessing the ‘most-likely’ deployment scenarios for inter- and peri-urban based, co-operative ATT systems. The project will help decision makers identify clear paths and timetables towards maximum benefit system implementation. The results of a Delphi study of the most likely implementation scenarios are presented. Simulation of the impacts of a range of Advanced Transport Telematics (ATT) applications is being undertaken using several models and data from an Instrumented Vehicle. Results of the cross-validation study for the models are given. The paper also presents discussion on the behavioural, safety and legal implications of implementing new ATT scenarios which incorporate Adaptive Cruise Control (ACC).

Hydraulically intensified medium pressure common rail (MPCR) electronic fuel injection systems are an attractive concept for heavy-duty diesel engine applications. They offer excellent packaging flexibility and thorough engine management system integration. Two different concepts were evaluated in this study. They are different in how the pressure generation and injection events are related. One used a direct principle, where the high-pressure generation and injection events occur simultaneously producing a near square injection rate profile. Another concept was based on an indirect principle, where potential energy (pressure) is first stored inside a hydraulic accumulator, and then released during injection, as a subsequent event. A falling rate shape is typically produced in this case. A unit pump, where the hydraulic intensifier is separated from the injector by a high-pressure line, and a unit injector design are considered for both concepts.

Fuel injection rate pattern represents an important factor for emissions reduction. In this study, fuel spray photography, combustion photography and experimental data analysis indicate. 1) effect of pilot injection 2) effect of a gradual shaped injection profile using nozzle needle lift control 3) effect of a boot shaped injection profile using pressure control Common rail type fuel injection equipment was used in these experiments, and the engine was single cylinder naturally aspirated D.I. diesel engine. As a result, we found out that it is important to control the pre-mixed combustion for NOx reduction and to activate the diffusion combustion for smoke, and various fuel injection rate patterns we studied have similar effect on combustion and emissions at the most suitable condition respectively.

A new concept for diesel combustion has been investigated by means of engine experiments and combustion observations in order to realize a simultaneous reduction of NOx and particulate emissions. The concept is based on pre-mixed compression ignition combustion combined with multiple injection. In this method, some part of fuel is injected at an early stage of the process to form a homogeneous lean pre-mixture, then the remaining fuel is injected at around the TDC in the same manner as a conventional diesel injection. The emissions, ROHR (rate of heat release), and combustion pictures of conventional combustion, pilot injection combustion, and this new combustion concept were compared and analyzed. Engine tests were carried out using a single cylinder research engine equipped with a common rail injection system.

Emission and performance parameters of a medium size, and medium speed D.I. diesel engine equipped with a Miller System, a new developed High Pressure Exhaust Gas Recirculation System (HPEGR), a Common Rail (CR) system and a Turbocharger with Variable Turbine Geometry (VTG) have been measured and compared to the standard engine. While power output, fuel consumption, soot and other emissions are kept constant, nitric oxide emissions could be reduced by 30 to 50% depending on load and for the optimal combination of methods. Heat release rate analysis provides the reasons for the optimised engine behaviour in terms of soot and NOx emissions: The variable Nozzle Turbocharger helps deliver more oxygen to the combustion process (less soot) and lower the peak gas temperature (less NOx).

This paper describes an evaluation of a series of commercially available natural gas fuel injectors, originally designed for heavy-duty diesel application, for use with hydrogen fuel in an electronic fuel-injected internal combustion engine. Results show that sonic flow, pulse-width-modulated electronic gaseous fuel injectors provide accurate and stable metering of hydrogen gas at fuel pressures between 25 and 200 psig. A linear flow rate of hydrogen was observed with a low standard deviation error during pulse width modulation. Plots of flow rate of hydrogen (mg/injection) versus pulse width (PW) are presented for inlet pressures from 25 to 200 psig for selected injectors. In addition, injector response tests were conducted and found to have time delays (time it takes the injector to open) between 2.6 ms and 2.3 ms at 25 psig inlet pressure. Time-delay times increased linearly between 4.0 ms and 3.0 ms at 200 psig.

A Common Rail injector with Injection Rate Control (IRC) has been conceived, designed and tested on a hydraulic injector test bench. The opening of the injector's nozzle needle valve is electro-hydraulically controlled by a double-stop solenoid valve. When the solenoid valve moves only through the first stop, the needle valve opens slowly. When it moves through the first and second stops, the needle valve opens fast. In the first part of the injection event it is therefore possible to switch from a low to a high fuel injection rate, whereas the switch-over point can be selected electronically. The proposed design allows to maintain the flexibility of a conventional common rail injector with or without pilot in-jection and adds the feature of a fully controllable initial shape of the injection rate.

In response to 2000-2005 emissions legislation requirements for improved fuel economy at an acceptable cost, new electronically controlled fuel injection systems for medium speed engine category have been developed and released for locomotive, marine and gen-set application. The engine classification is as follows: max. cylinder output 350 kW max. engine speed 1100 rpm diesel fuel quality The solenoid valve controlled cam driven pump-line-nozzle system has the following main features: max. injection pressure 1800 bar flexible control of injection timing variable injection rate The newly developed common rail system additionally includes: • variable injection pressure

The H2Fuel Bus, the world's first hydrogen-fueled electric hybrid transit bus (see Figure1.). It was a project developed through a public/private partnership involving several leading technological and industrial organizations, with primary funding by the Department of Energy (DOE). Using the bus, the primary goals of the project are to gain valuable information on the technical readiness and economic viability of hydrogen fueled buses and to enhance the public awareness and acceptance of emerging hydrogen technologies. The bus has been in test operation mode by the Augusta Public Transit in Augusta, Georgia, since April 1997. The bus employs a hybrid Internal Combustion (IC) engine/battery/electric drive system, with onboard storage of hydrogen in metal hydride beds. Initial operating results have demonstrated an overall energy efficiency (miles/BTU) of twice that of a similar diesel-fueled bus while nearly doubling the range of an all-electric battery powered vehicle.

Compact plasmatron devices can provide important new possibilities for reducing engine pollution, making use of alternative fuels and increasing the engine efficiency. These improvements involve the use of the plasmatron as a compact, rugged, rapid response and highly flexible means of converting a wide range of hydrocarbon fuels into hydrogen rich gas onboard a vehicle. Opportunities for engine operation with a greater variety of fuels and fuel combinations could be significantly increased by use of plasmatron devices. In addition to the capability of using alternative fuels, large reductions in pollutant emissions from SI engines are possible. Very lean operation, by hydrogen addition to the main fuel, can reduce NOx production by large factor relative to stoichiometric combustion without a catalytic converter, and provide a reduction of more than a factor of ten relative to operation with a three way catalytic converter at stoichiometric air to fuel ratios.

As a means of lowering greenhouse gas emissions, increasing economic growth, and reducing the dependency on imported oil, the Department of Energy and Brookhaven National Laboratory (DOE/BNL) is promoting the substitution of liquefied natural gas (LNG) in heavy-vehicles that are currently being fueled by diesel. Heavy vehicles are defined as Class 7 & 8 trucks (> 118,000 pounds GVW), and transit buses that have a fuel usage greater than 10,000 gallons per year and driving range of more than 300 miles. The key in making LNG market-competitive with all types of diesel fuels is in improving energy efficiency and reducing costs of LNG technologies through systems integration. This paper integrates together the three LNG technologies of: (1) production from landfills and remote well sites; (2) cryogenic fuel delivery systems; and (3) state-of-the-art storage tank and refueling facilities, with market end-use strategies.

A University of California, Riverside (UCR) 1992 Ford Ranger truck was converted to operate on hydrogen which is produced from water electrolysis at the UCR College of Engineering-Center for Environmental Research and Technology (CE-CERT) Solar Hydrogen Research Facility (SHRF). The Ford Ranger's 2.3L engine was modified to operate as a lean-burn, hydrogen fuel internal combustion (IC) engine, using a Constant Volume Injection (CVI) system with closed-loop control and exhaust oxygen feedback. The vehicle had excellent starting, idle, and shut-down operation; a range in excess of 161km (100 miles); and initially operated with virtually no preignition problems typical of hydrogen fuel engines. At speeds above 64 km/ h (40 mph), the vehicle exhibited performance characteristics similar to comparable gasoline-powered vehicles, although further improvements are needed at lower speeds.

A dedicated closed-loop propane fuel system has been developed for the General Motors Medium Duty truck with a 7.4 liter engine. The fuel metering system consists of a closed-loop controlled regulator and mixer. Regulator output pressure is controlled by a pulse-width modulated vacuum signal from the mixer for off-idle operation. Idle fuel is provided by an electronically controlled, fuel metering solenoid valve. Additionally, original equipment manufacturer (OEM) fail-safe performance of the Electronic Throttle Control system has also been achieved. This fuel system is an example of how an open loop regulator-mixer system can be enhanced with electronic controls to achieve significant improvements in emission signature, driveability, and customer satisfaction.

This paper focuses on the cranktrain design for Ford's HEV DI Diesel Engine called the DIATA. The design started with the piston pin. The minimum piston pin diameter for the lowest reciprocation weight was achieved by tapering the small end of the connecting rod. Geometry constraints sized the connecting rod's big end diameter, oil film analyses determined the width, and an FEA verified the design. Next, the crankshaft mains were sized to reach an acceptable factor of safety, bending and torsional stiffness, and oil films. Finally, the flywheel was sized to be the minimum weight to reduce transmission gear rattle to an acceptable level.

Technologies for emission reduction from diesel (a.k.a. compression ignition) engines can be categorized as pre-combustion elements, in-cylinder combustion elements and post-combustion elements. Many technologies reduce emissions, yet have difficulty in simultaneously improving engine performance, saving fuel or reducing costs, all four of which are critical elements to successful technology introduction. Most of these technologies are being developed as discrete systems and often face frustrating “trade-offs” such as emission reductions causing engine performance degradation and/or fuel penalties, or the common PM/NOx dilemma. This paper outlines the key trade-offs of the four criteria, discusses various technologies and their limitations, and suggests a systems-level optimization strategy for a cleaner diesel engine.

Natural gas is considered to be an alternative fuel for passenger cars, truck transportation and stationary engines that can provide both good environmental effect and energy security. However, as the composition of fuel natural gas varies with the location, climate and other factors, such changes in fuel properties affect emission characteristics and performance of CNG (Compressed Natural Gas) engines. The purpose of the present study is to investigate effects of difference in gas composition on engine performance and hydrocarbon emission characteristics. The results show that THC decreases with an increasing WI (Wobber Index) and MCP (Maximum Combustion Potential) of natural gas. The power is shown to be proportional to the total heat value of the actual amount of gas entering the cylinder. There is 20% power variation depending on the composition of gas when the A/F ratio and spark timing are adjusted and fixed for a specific gas.

Engine downsizing is one of the most promising alternatives for improving fuel economy, while maintaining good emission and NVH behavior. However, the development of a small displacement HSDI Diesel engine with 4-valve technology represents a significant challenge, especially with regard to the design of the top end. This paper summarizes the technical challenges that were overcome to incorporate product requirements for combustion behavior, NVH-performance, and production feasibility during the top end design of the new Ford 1.2 Liter HEV engine. This engine is a state-of-the-art HSDI Diesel engine which features a high pressure common rail fuel injection system, 4-valve cylinder head, cooled EGR, port deactivation, and variable nozzle turbocharger (VNT) technologies. Initial test results with the first prototypes of the 1.2 Liter DIATA engine verify that downsizing can successfully be performed.

Part of the process for manufacturing polymer panels for exterior vehicle skin involves removing, forming, and sanding panel parting lines. This function is critical due to customer appearance expectations and painting requirements. Several issues including ergonomic and environmental concerns have made automation of this process attractive. Applying parting line design changes and force control technology, a robotic system has been developed to perform this finishing operation automatically. The benefits of this process include part to part consistency, a fifty percent reduction in cycle time and significant process cost reductions.

Information on the philosophy of lean production is readily available, the difficulty is implementing a system to accomplish those principles while obtaining tangible and useful results. Production monitoring and feedback systems provide a method of quantifying these principles to allow manufactures to gain insight into their manufacturing process. With this knowledge, manufacturers can increase their efficiencies and reduce overall production costs. The proper Production Monitoring and Feedback System can give manufacturers the tool they need to implement “lean production” principles while providing quantifiable results in measuring the success of their increased productivity. An outline is presented to implement and quantify Lean Production Concepts and achieve better communication, teamwork, and elimination of waste by properly monitoring production activity and providing real time feedback.

A program of improved cost based on increased equipment performance and productivity. Total Productive Maintenance (TPM) is a critical tool in an effective shop floor management program. By controlling equipment performance and improving equipment uptime, TPM has a direct influence on corporate financial performance. TPM starts with the operator understanding the equipment objectives and capabilities, learning the equipment performance requirements and establishing an on going system of improved uptime, controlled costs and equipment maintenance. This session will present an overview of the 5 steps in TPM, task transfer and potential savings. Also included will be a review of the Component Assembly Plant at Nissan Motor Manufacturing Corporation USA TPM procedure and its effect on the shop floor and production/maintenance work force.