Browse Topic: Alternators

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Cover Assembly, Electrical, for MS27212 Terminal Board AssemblyAS18029G (Current)10/31/2025
Scope is unavailable.
AE-8C2 Terminating Devices and Tooling Committee
Cover Assembly, Electrical, for MS27212 Terminal Board AssemblyAS18029F (Historical)10/15/2025
Scope is unavailable.
AE-8C2 Terminating Devices and Tooling Committee
CSP-7124 testTATSIANA7/17/2024
QA Test
Airlines Electronic Engineering Committee
CSP-7124 QA TestTATSIANAA7/15/2024
QA Testing
Aviation Maintenance Committee
PrePrint Testing - Tatsiana 0153PMSAE-PP-094477/12/2024
QA Test
Mutagaana, Festo
Additive Manufacturing in the Mobility Industry: Vol. 1EPRCOMPV0120234/15/2024
QA Test 032124SAE-PP-092193/21/2024
Test
Mutagaana, Festo
Liquid Runway Deicing/Anti-icing ProductAMS1435E (Current)3/12/2024
This specification covers runway deicing and anti-icing products in the form of a liquid. Unless otherwise stated, all specifications referenced herein are latest (current) revision.
G-12RDP Runway Deicing Product Committee
TESTING PACKAGE OVERWRITE: Aerodynamic Investigation by Computational Fluid Dynamics to Exterior Design Modifications in a Simplified Bus Model2023-01-50031/4/2023
Abstract Exterior design modifications have crucial importance on vehicle aerodynamics. Therefore, it makes one of the key parameters to achieve to reduce the fuel consumption in diesel-, CNG-, and hybrid-powered engines and increase the range of electric vehicles (EVs). The slightest change in the vehicle exterior design can directly affect the vehicle aerodynamics. Thus, four different parameters (front windshield angle, front diffuser angle, rear diffuser angle, and fillet [bending] on the rear and front top) are reviewed on a conceptual 12 m long bus which is to be designed at Anadolu Isuzu. Computational fluid dynamics (CFD) simulations become a source for comparative evaluations in these studies. Simulations are carried out for all different models with a realizable k-epsilon turbulence model and enhanced wall treatment wall function. In conclusion, a positive aerodynamic effect is observed with parameters that are the windshield, front diffuser angle, and fillet on the rear and front top ends. On the other hand, a negative aerodynamic effect is observed when rear diffuser angle is applied. All simulations are compared based on drag coefficient values. The front windshield angle is found the most influential parameter on a conceptual vehicle design that can be provided a drag coefficient reduction of up to 51%.
Özcan, Onur, Yıldız, Alp Eren
0071 - Testing DownloadSAE-PP-004209/13/2021
The combustion occurring in an internal combustion engine subsequently emits high-intensity acoustic pulse along with exhaust gas flow. Formula SAE competition is imposing restrictions on acoustic emissions from an engine, which necessitates the activity of design and optimization of a high-performance muffler. The muffler has to be designed with the objectives of satisfying acoustic emission norms imposed and as well strategically designed to have less obstruction to exhaust flow and being lightweight to maintain the integrity of a Formula Student car. A novel approach of combining the effect of adsorptive and resonating muffler design has been inculcated in this work after the estimation of muffler size and resonance. The acoustic pressure analysis and exhaust flow efficiency are carried out using Ricardo WAVE. These simulation results are validated with the developed prototype. The developed prototype is ascertained to fulfil the requirement of acoustic emission norms (103 dB[C] - 110 dB[C]) without much compromise on exhaust flow efficiency. **testing**
SintzADMIN, Jeneane, SintzUSER, Jeneane, Anthony, Lindsay, Mutagaana, Festo, Mutz, Jennifer
confirmation testSAE-PP-004178/31/2021
confirmation test
SintzADMIN, Jeneane, SintzUSER, Jeneane, Mutagaana, Festo, Anthony, Lindsay, Mutagaana, Festo, SintzUSER, Jeneane
Stationary Sound Testing of Snowmobiles, Procedure and Enforcement IssuesJ2641_202105 (Current)5/13/2021
This SAE Information Report provides basic information about the issues surrounding the administration of stationary, infield sound testing of snowmobiles. The information provided herein is meant to enhance safety, improve the environment, and promote uniform testing.
Snowmobile Technical Committee
Measurement of Exhaust Sound Levels of Stationary SnowmobilesJ2567_202105 (Current)5/13/2021
This SAE Standard establishes the test procedure, environment, and instrumentation for determining the sound levels of snowmobiles in the stationary test mode. This test method is intended to provide an accurate measurement of exhaust and other engine noise and may be used to evaluate new and in-use snowmobiles to determine compliance with noise control regulations. Sound level measurements obtained with this test method are not intended as an engineering determination of overall machine noise. For this purpose, the use of SAE J192 is recommended.
Snowmobile Technical Committee
Measurement of Exterior Sound Levels for Heavy Trucks Under Stationary ConditionsJ1096_202104 (Current)4/22/2021
This SAE Recommended Practice establishes the test procedure, environment, and instrumentation for determining the maximum exterior sound level of highway motor trucks and truck tractors over 4540 kg gross vehicle weight rating (GVWR) with governed engines under stationary vehicle conditions. The basic procedure involves a full throttle engine acceleration and a closed throttle deceleration with the engine inertia as the load.
Light Vehicle Exterior Sound Level Standards Committee
The $and operator uses short-circuit evaluationSAE-PP-003683/13/2021
$and performs a logical AND operation on an array of one or more expressions (e.g. , , etc.) and selects the documents that satisfy all the expressions in the array. The $and operator uses short-circuit evaluation. If the first expression (e.g. ) evaluates to false, MongoDB will not evaluate the remaining expressions.
SintzADMIN, Jeneane
Design and Optimization of SAE Vehiclejms 2nd editSAE-PP-003633/11/2021
The combustion occurring in an internal combustion engine subsequently emits high-intensity acoustic pulse along with exhaust gas flow. Formula SAE competition is imposing restrictions on acoustic emissions from an engine, which necessitates the activity of design and optimization of a high-performance muffler. The muffler has to be designed with the objectives of satisfying acoustic emission norms imposed and as well strategically designed to have less obstruction to exhaust flow and being lightweight to maintain the integrity of a Formula Student car. A novel approach of combining the effect of adsorptive and resonating muffler design has been inculcated in this work after the estimation of muffler size and resonance. The acoustic pressure analysis and exhaust flow efficiency are carried out using Ricardo WAVE. These simulation results are validated with the developed prototype. The developed prototype is ascertained to fulfil the requirement of acoustic emission norms (103 dB[C] - 110 dB[C]) without much compromise on exhaust flow efficiency. **testing**
SintzADMIN, Jeneane, Mutz, Jennifer
quick test jmsSAE-PP-003493/1/2021
quick test - additional notes
SintzADMIN, Jeneane, SintzUSER, Jeneane, Anthony, Lindsay
Operational Sound Level Measurement Procedure for SnowmobilesJ1161_202103 (Current)3/1/2021
This SAE Standard establishes a uniform test procedure for determining the exterior operational sound level for snowmobiles.
Snowmobile Technical Committee
Maximum Exterior Sound Level for SnowmobilesJ192_202103 (Current)3/1/2021
This SAE Standard establishes the instrumentation, test site, and test procedure for determining the maximum exterior sound level for snowmobiles.
Snowmobile Technical Committee
jms testSAE-PP-003112/16/2021
jms test
SintzADMIN, Jeneane, Anthony, Lindsay
Snowmobile Brake Control SystemsJ1282_202101 (Current)1/27/2021
This SAE Standard establishes a uniform testing procedure and performance requirements for a snowmobile brake control systems.
Snowmobile Technical Committee
Measurement of Noise Emitted by Accelerating Road VehiclesJ2805_202005 (Current)5/7/2020
This SAE Standard is equivalent to ISO 362-1:2015 and specifies an engineering method for measuring the noise emitted by road vehicles of categories M and N under typical urban traffic conditions. It excludes vehicles of category L1, L2, L3, L4, and L5. The specifications are intended to reproduce the level of noise generated by the principal noise sources during normal driving in urban traffic. The method is designed to meet the requirements of simplicity as far as they are consistent with reproducibility of results under the operating conditions of the vehicle. The test method requires an acoustical environment that is obtained only in an extensive open space. Such conditions are usually provided for during: Measurements of vehicles for regulatory certification and/or type approval. Measurements at the manufacturing stage. Measurements at official testing stations.
Light Vehicle Exterior Sound Level Standards Committee
Ultra-Lean Pre-Chamber Gasoline Engine for Future Hybrid Powertrains2019-24-01049/9/2019
Lean burn gasoline spark-ignition engines can support the reduction of CO2 emissions for future hybrid passenger cars. Very high efficiencies and very low NOx raw emissions can be achieved, if relative air/fuel ratios λ of 2 and above can be reached. The biggest challenge here is to assure a reliable ignition process and to enhance the fuel oxidation in order to achieve a short burn duration and a good combustion stability. This article aims at introducing an innovative combustion system fully optimized for ultra-lean operation and very high efficiency. Thereto, a new cylinder head concept has been realized with high peak firing pressure capability and with a low surface-to-volume ratio at high compression ratios. 1D and 3D simulations have been performed to optimize the compression ratio, charge motion and intake valve lift. Numerical calculations also supported the development of the ignition system. Stable ignition and fast flame propagation were achieved thanks to a centrally located active pre-chamber which allows to control the air/fuel ratio independently of the air/fuel ratio in the main combustion chamber. Experimental investigations have then been performed with a single cylinder engine to demonstrate the capabilities of this new combustion system in a sweet spot operating point. A maximal indicated thermal efficiency of 47% was achieved at λ = 2 with optimized injection settings in the pre and main combustion chambers. The fuel efficiency could be maximized thanks to a fast and knock-free combustion process. Compared to the reference operation with stoichiometric air/fuel ratio, only a seventieth of the NOx raw emissions were measured (i. e. 50 ppm), and the particulate mass emissions were halved. The energy balance analysis points out that these promising results could be further improved by working on the reduction of the unburnt hydrocarbon emissions and by jointly optimizing the scavenging process.
Serrano, David, Zaccardi, Jean-Marc, Müller, Christoph, Libert, Cedric, Habermann, Knut
Performance Improvement of Regulator Rectifier for 2-Wheeler Engine with Respect to Upcoming Stringent Regulations in Emerging Market2017-01-242510/8/2017
On two wheelers, magneto/alternator generates either single/three phase AC power and Regulator Rectifier Unit (RRU) does regulated rectification to charge the battery. In order to face the requirements of 2-wheeler engine with respect to upcoming stringent regulations like electronic fuel injection (EFI), anti-lock braking system (ABS), automatic headlamp on (AHO) in emerging markets like India; vehicles demand more electrical power from batteries. This demands higher power from alternator and consequently from RRU. Requirement of higher output power presents challenges on regulator rectifier unit in terms of size, power dissipation management and reliability. In this paper, improved performance of MOSFET based RRU is discussed in comparison to Silicon Controlled Rectifier (SCR) based RRU. The motivation/benefits of MOSFET based design is described along with the thermal behavior and temperature coefficient performance of RRU with test results. The second topic discussed is how the MOSFET based RRU helps to improve performance by respecting form factor and total power dissipation compared to SCR based design.
Verma, Ramit, R Ugale, Ramdas
Development of High Efficiency Rectifier with MOSFET in “eSC Alternator”2017-01-12283/28/2017
Alternator, which supplies electric energy to a battery and electrical loads when it is rotated by engine via belt, is one of key components to improve vehicle fuel efficiency. We have reduced rectification loss from AC to DC with a MOSFET instead of a rectifier diode. It is important to turn on the MOSFET and off during a rectification period, called synchronous control, to avoid a current flow in the reverse direction from the battery. We turn it off so as to remain a certain conduction period through a body diode of the MOSFET before the rectification end. It is controlled by making a feedback process to coincide with an internal target conduction period based on the rotational speed of the alternator. We reduced a voltage surge risk at turn-off by changing the feedback gain depending on the sign of the time difference between the measured period and the target. In addition to reducing the rectification loss, reducing copper loss with low resistance coil winding and iron loss with magnetic steel contributed to improve the alternator efficiency by 10%. As a result, we achieved 2.6g/km CO2 reduction in a petrol-fuelled vehicle calculated by a guideline with a reference to [1].
Nakanishi, Masaya
A Predictive Energy Management Strategy Using a Rule-Based Mode Switch for Internal Combustion Engine (ICE) Vehicles2017-01-05843/28/2017
With fuel efficiency becoming an increasingly critical aspect of internal combustion engine (ICE) vehicles, the necessity for research on efficient generation of electric energy has been growing. An energy management (EM) system controls the generation of electric energy using an alternator. This paper presents a strategy for the EM using a control mode switch (CMS) of the alternator for the (ICE) vehicles. This EM recovers the vehicle’s residual kinetic energy to improve the fuel efficiency. The residual kinetic energy occurs when a driver manipulates a vehicle to decelerate. The residual energy is commonly wasted as heat energy of the brake. In such circumstances, the wasted energy can be converted to electric energy by operating an alternator. This conversion can reduce additional fuel consumption. For extended application of the energy conversion, the future duration time of the residual power is exploited. The duration time is derived from the vehicle’s future speed profile. The future speed profile is non-deterministic in real driving environment. Therefore, the proposed EM applies a Markov chain model to stochastically predict the vehicle’s speed. Based on the predicted duration time of the residual power, a rule-based mode switching strategy is established. There are three types of control modes defined according to the target amount of battery charge. The proposed strategy of this paper was validated through simulation, and simulation results show an improvement in fuel efficiency compared to the results of a conventional EM.
Kim, Haksu, Shin, Jaewook, Sunwoo, Myoungho
Study on the Use of Springs in a Dual Free Piston Engine Alternator2016-01-223310/17/2016
The free piston engine combined with a linear electric alternator has the potential to be a highly efficient converter from fossil fuel energy to electrical power. With only a single major moving part (the translating rod), mechanical friction is reduced compared to conventional crankshaft technology. Instead of crankshaft linkages, the motion of the translator is driven by the force balance between the engine cylinder, alternator, damping losses, and springs. Focusing primarily on mechanical springs, this paper explores the use of springs to increase engine speed and reduce cyclic variability. A numeric model has been constructed in MATLAB®/Simulink to represent the various subsystems, including the engine, alternator, and springs. Within the simulation is a controller that forces the engine to operate at a constant compression ratio by affecting the alternator load. The complex interdependence of the free piston engine alternator is analyzed with respect to parametric changes to the spring stiffness. For a fixed compression ratio, it is shown that an increase in spring stiffness from 50 to 350 kN/m (which practically must be associated with an increase in total moving mass) raises system frequency (18%) and power (12%), but can also lead to a relatively small loss of system efficiency (2%). This is due to the decrease of charging efficiency (EGR increased by 12%) for fixed intake/exhaust conditions and higher frictional losses (4%). The gain in system frequency and power output is diminished according to the increased moving mass associated with stiffer springs. This study also investigates the ability of springs to dampen cyclic variation in response to combustion variation. Normally distributed noise is added to combustion efficiency and duration. Coefficients of variation of compression ratio and peak pressure are used to represent cycle to cycle variation response and compared for varied spring stiffnesses. It is shown that the stiff springs can be used to dampen the effects of combustion stochastics and the resulting variation brought on by cylinder pressure variation. This results in lower controller demand and higher operational sustainability.
Robinson, Matthew C., Clark, Nigel N.
A Method for Estimating the Improvement in Fuel Economy, for a Vehicle with Intelligent Alternator Control, and Application in Connected Car Systems2016-01-00104/5/2016
Micro hybrid Systems are emerging as a promising solution to reduce the fuel consumption and greenhouse gas emissions in emerging markets, where the strict emission requirements are being enforced gradually. Micro hybrid Systems reduce the fuel consumption and greenhouse gas emissions in a conventional vehicle with 12 V electrical system, by optimizing the electrical energy generation, storage, and distribution, with functions like Intelligent Alternator Control, Engine Stop/Start, and Load Management. With the advent of Connected Car Systems, information about the vehicle is seamlessly provided to the customer not just through the Human Machine Interface systems within the vehicle, but to other mobile devices used by the customers. In a vehicle with Micro Hybrid System, as the key feature is fuel efficiency improvement, it becomes essential to provide the information of improvement in fuel efficiency, in addition to the fuel consumption, so that the user appreciates the effectiveness of the system. However, real time mapping of the improvement, with respect to a base vehicle is challenging. In this paper, influence of Intelligent Alternator Control system functions, on the fuel economy returned by the vehicle are discussed, before the concept developed for the estimation of improvement in fuel economy. For the estimation of improvement in fuel economy, a novel concept was developed in which the alternator input torque is estimated under the influence of the IAC system, and the engine torque demand is estimated to arrive at an estimate of the total fuel consumption. A virtual base alternator model is implemented for comparing and estimating the improvement in the fuel economy. The concept was validated under controlled conditions and estimations were found to be accurate up to 63%.
Athani, Gopal, Dongare, Kapil, Gavarraju, Srinivasa Raju, Kulkarni, Shashi, Yerraguntla, Prasad
A Novel Approach to Enhance Stop/Start Battery Life in a Vehicle with Micro Hybrid System Functions2016-01-00074/5/2016
Micro Hybrid Systems are essentially first step towards the electrification of the powertrains. They are aimed at improving the fuel efficiency of the conventional gasoline and diesel power trains with conventional 12 V electrical system, and thus reduce the CO2 emissions as well. Various technologies like Engine Stop-Start, Intelligent Alternator Control, and Electrical Energy Management Systems are included in the bracket of micro hybrid systems. These system functions demand a totally different approach for managing the SLI battery, which is a total departure from the conventional approach. Particularly, the Alternator Shutdown function of Intelligent Alternator Control maintains a calibrated average level of State of Charge, which is typically around 80%, to ensure that the battery can accept more current, during the energy recuperation, which indirectly improves fuel economy. However, continuous operation under partially discharged condition, results in the sulfation in the battery which is the main reason for the ageing of the battery. Symptoms of ageing include permanent loss of capacity, increase in internal resistance, etc. This paper discusses a novel approach of ensuring the life of the battery in the altered operating conditions of a Micro Hybrid System. A Charge Refresh Cycle is implemented in the Battery Management System, which periodically performs a refresh charge on the battery to ensure that the battery is not affected due to partially discharged conditions, without having to disconnect the battery from the vehicle, and without the need of a visit to a service station. This is achieved by implementing a timer and an engine start counter, based on which the control signals for the refresh charge are triggered. The system not only ensures the performance of the battery, but also ensures the return of designed life of the battery. The function was validated under controlled conditions on several samples of batteries, and it was observed that the battery life is restored back to the designed life.
Athani, Gopal, Dongare, Kapil, Balusu, Rajesh, Gupta, Subhabrata, Gavarraju, Srinivasa Raju
The Electric Power Generation Efficiency in City Bus2014-01-289910/13/2014
City buses are equipped with an increasing number of electrical devices that are designed to improve the driver work and increase passengers' comfort. The alternator must therefore meet the requirements of increased levels of electric energy demand. In this paper, the focus is set on the amount of chemical energy in the fuel transformed into electric energy by the alternator, especially in the case of urban transport. The article presents the results of operating states of the alternator in the city bus while driving. During the study waveforms of rotational speed and load current of power generation system were recorded. The results of measurements made it possible to draw histograms showing the share of working time in different points of the alternator work. Only about 43% of the total working time corresponds to the bus stop and the operation of the idle speed of the alternator 2250 rpm. The remaining time corresponds to the average speed about 4200 rpm and does not exceed 6600 rpm. To determine the average efficiency of the bus alternator, the bench tests were performed. Test bench consists of a DC engine and alternator that were connected via a belt transmission. The results of the study were the characteristics of the alternator operating under different loads. The maximum alternator efficiency amounts to 65%. Assuming an average bus engine efficiency of 20 %, the efficiency of generating electricity on board of a bus is 10.2%.
Grabowski, Lukasz, Pietrykowski, Konrad, Geca, Michal, Baranski, Grzegorz
Identification and Reduction of Whistling Noise in Passenger Vehicle2014-01-23179/30/2014
The demand for comfort level in commercial vehicles is steadily increasing. Hence, fine-tuned performance parameters and attributes are required to fulfill the expectations from these vehicles. Refinement of noise and vibration without affecting performances of sub-systems and components has become extremely challenging with increasing customer requirements. This paper presents an approach to identify and reduce the high level whistling noise that was perceived in the passenger compartment while the vehicle was accelerated above 50 kmph. Interior noise measurements in static engine run-up condition reveal that the whistling noise is of specific order. Since, whistling noise is related to aerodynamic response of components, engine cooling fan, turbo charger, alternators and compressors were suspected. Using order tracking and near field measurements, HVAC alternator was confirmed as the main cause for whistling noise. Noise measurements confirmed that orders related to alternator cooling fan became dominant above 50 kmph. HVAC alternator was tuned in a manner to reduce the noise without affecting the electrical performance. Significant reduction in whistling noise level was observed in both objective and subjective assessments in the passenger compartment with this modification.
Ramola, Rahul, Senthilkumar, G, Kannan, P, Chennakrishnan, Muralidharan
Development of Energy Reduction Technology in FEAD -Development of Friction Mearsurement Technology, Layout, and Tensioner System2013-01-263910/14/2013
Recently high-performance, high-efficiency, and eco-friendly drive are development trend in gasoline engines. Accordingly, high-fuel efficiency is one of the most important projects as engineers develop automotive engine's performance and hardware. Automotive engines provide drivers with not only driving power to move but also convenience to drive easily. For this convenience, automotive engines operate Front End Belt Drive (FEAD) system such as alternator, A/C compressor and P/S pump, and the engines usually spend 30%∼40% their driving power to activate FEAD system. This thesis introduces measuring friction methods and test process to actualize high-fuel efficiency in gasoline engines through developing FEAD system components or mechanism. Fundamental data regarding high-fuel efficiency was acquired through measuring original friction torque at FEAD system with specialized torque-meter which was designed for measuring FEAD system friction torque at Crank shaft pulley. Further, HMC designed and evaluated the new layout of the auxiliary belt drive system in order to minimize the friction of the belt drive system using the theta-II2.4 GDI engine that is mass-produced and developed by HMC. As a result, HMC verified the effect of friction using techniques of measuring friction and test process at FEAD system.
Woo, Sangkyu
A Study for Fuel Economy Improvement on Applying New Technology for Torsional Vibration Reduction of Crank Pulley2013-01-251410/14/2013
The method of Front End Auxiliary Drive (FEAD) system optimization can be divided into two ways. One is to use a mechanical device that decouples crank pulley from torsional vibration of crank shaft by using characteristics of spring. The other is to control belt tension through auto-tensioner in addition of alternator pulley device. Because the former case has more potential to reduce belt tension than the latter case, the development of mechanically decoupled crank pulley, despite of its difficulty of development, is getting popular among the industry. This paper characterizes latest crank pulley technologies, Crank Decoupler and Isolation Pulley, for torsional vibration reduction through functionality measurement result which composed of irregularity, slip, tensioner movement, belt span vibration, bearing hubload of idler and so on. Also it investigates their potential of belt tension reduction through steady state point fuel consumption test on dynamometer. The result shows, approximately 0.6% fuel economy improvement is possible with about 37% reduction of belt tension.
Yoon, Kibong, Oh, Inje, Ahn, Jae Ik, Kim, Sangyun, Chung, Young Chong
An Intelligent Alternator Control Mechanism for Energy Recuperation and Fuel Efficiency Improvement2013-01-17504/8/2013
With the current state of ever rising fuel prices and unavailability of affordable alternate technologies, significant research and development efforts have been invested in recent times towards improving fuel efficiency of vehicles powered with conventional internal combustion engines. To achieve this, a varied approach has been adopted by researchers to cover the entire energy chain including fuel quality, combustion quality, power generation efficiency, down-sizing, power consumption efficiency, etc. Apart from energy generation, distribution and consumption, another domain that has been subjected to significant scrutiny is energy recuperation or recovery. A moving vehicle and a running engine provide a number of opportunities for useful back-recovery and storage of energy. The most significant sources for recuperation are the kinetic energy of the moving vehicle or running engine and to a lesser extent the thermal energy from medium such as exhaust gas. This paper describes and analyzes a method to recuperate electrical energy from a portion of the vehicle kinetic energy through an intelligent alternator control mechanism. The intelligent alternator control system, its implementation on a demonstrator vehicle including the control logics, and measurements of recuperated energy and fuel saving under different test conditions are presented as part of this paper.
Lakshminarasimhan, Venkatnarayanan, Athani, Gopal
Fuel Economy Analysis of Alternator with Kinetic Energy Storage for a Conventional Vehicle2013-01-04814/8/2013
This paper evaluates the effect of our new alternator concept for a conventional vehicle, which is able to generate electricity by storing kinetic energy of the vehicle in the high speed flywheel as rotation energy under deceleration. The alternator constructs a planetary gear device and multiple clutch-brakes perform CVT, alternator and high speed flywheel without an expensive electric device, mechanical CVT and vacuum pump. So it has high cost performance.
Tanaka, Eitaro, Narita, Takahiro, Maegawa, Hitoshi
Lead-Acid State of Charge Estimation for Start-Stop Applications2013-01-15324/8/2013
Start-stop, aka engine-stop or idle-stop, technologies are increasingly being applied to automotive vehicles to increase fuel economy. Start-stop vehicles turn off the engine during periods of zero speed and/or during prolonged coast down. During engine-stop, the vehicle electronics are powered solely by the battery. To replenish the battery, the battery needs to be recharged. In typical ICE vehicles, the battery is continuously charged. However, fuel economies can be improved if strategic charging of the battery can be achieved through selective charging through the alternator or through regenerative braking. To optimize fuel economy, an accurate estimation of the battery state of charge (SOC) during vehicle operation is required. Although state of charge estimation has mainly focused on Li-ion batteries, lead-acid batteries may be used successfully in start-stop applications. However, SOC estimation for lead-acid batteries is particularly difficult due to side reactions and losses during charging, particularly at high SOC. This is a highly nonlinear function and requires special attention. To estimate the battery SOC, an equivalent-circuit lead-acid battery model is used to simulate the battery dynamics. This model incorporates losses associated with top charging which can affect the battery SOC estimation. In addition, parameter estimation techniques are utilized to identify the dynamic model parameters. Through this research, an online adaptive battery model can be used to estimate the lead-acid battery state of charge for start-stop applications, where the charging patterns may affect the SOC estimation.
Le, Daniel, Sisk, Brian
Temperature Controlled Exhaust Heat Thermoelectric Generation2012-01-12144/16/2012
The amount of energy wasted through the exhaust of an Internal Combustion Engine (ICE) vehicle is roughly the same as the mechanical power output of the engine. The high temperature of these gases (up to 1000°C) makes them intrinsically apt for energy recovery. The gains in efficiency for the vehicle could be relevant, even if a small percentage of this waste energy could be regenerated into electric power and used to charge the battery pack of a Hybrid or Extended Range Electric Vehicle, or prevent the actuation of a conventional vehicle's alternator. This may be achieved by the use of thermodynamic cycles, such as Stirling engines or Organic Rankine Cycles (ORC). However, these systems are difficult to downsize to the power levels typical of light-vehicle exhaust systems and are usually bulky. The direct conversion of thermal energy into electricity, using Thermoelectric Generators (TEG) is very attractive in terms of minimal complexity. However, current commercial thermoelectric modules based on Seebeck effect are temperature-limited, so they are unable to be in direct contact with the exhaust gases. A way to downgrade the temperature levels without significantly reducing the regeneration potential is to interpose Heat Pipes (HP) between the exhaust gas and the Seebeck modules in a controlled way. This control of maximum permissible temperature at the modules is achieved by regulating the pressure of phase change of the service fluid of the HP. In this way the system will be failsafe against overheating and will be able to operate efficiently under both low and high thermal loads. Such is the case of the range extender unit being developed by the team, which has a low (15 kW) and a high (40 kW) power mode of operation. Various designs concepts were evaluated by simulation, design and test. Although efficiencies were still moderate, it was possible to demonstrate the potential of this system for optimizing the output of commercially available temperature-limited TEGs.
P. Brito, Francisco, Martins, Jorge, Goncalves, L.M., Sousa, Rui
Stop-Start System with Compact Motor Generator and Newly Developed Direct Injection Gasoline Engine2012-01-04104/16/2012
Existing stop-start systems have several concerns such as take-off response, engine restart noise, high cost and system complexity. This paper describes a newly developed stop-start system that overcomes these concerns and can be used on high-volume production models at an affordable cost. The new system is based on a compact motor generator that allows cranking at restart and also functions as an alternator following engine start. A belt-driven system is used for restarting the engine to avoid noise from gear insertion and engagement. The motor generator is capable of high-speed operation for reducing engine startup time. Starting control has also been improved to achieve the shortest possible startup time in combination with a newly developed direct injection engine. Shortening the startup time tends to impair engine smoothness at restart. However, this concern has been resolved through cooperative control with the motor generator. The motor generator has approximately 1.4 times the electric generation capacity of an ordinary alternator of the same class. Together with improved battery charging performance, it achieves one of the highest levels of deceleration energy regeneration. A comparison of the regeneration capability under Japan's 10-15 test mode shows that this system has a large regeneration capacity of 120 kJ, compared with a maximum of 50 kJ for other systems. This means that electric power consumed during engine stop can be provided from the energy regenerated during deceleration, thereby achieving almost all fuel saving with the stop-start system. This paper describes technologies to improve the performance or countermeasures against the above concerns of a Stop-Start system. The new Nissan SERENA, which was launched in November 2010 in Japan, applies this start-stop system, compact motor generator, a newly developed direct injection gasoline engine and advanced starting control among the above technologies.
Furushou, Masaya, Nishizawa, Kimiyoshi, Iwasaki, Takayuki, Tahara, Masahiko
Brushless Series Connected Machine with DC Stator Excitation2012-01-05054/16/2012
The brushless DC motors with permanent magnets are used primarily in law power applications. There are no limits on weight and motor dimensions in considered motors with DC stator excitation. Brushless series connected machine with DC stator excitation do not have rotor coils. Field coil and armature coils are mounted in the stator. Armature windings are connected to DC voltage source trough power transistors commutator. Power transistors are controlled by reflective optical sensors in function of rotor position. In the report, the new principle design of the motor with DC stator excitation is considered. The new principle of design supposes individual excitation for each of the armature phase. Such approach gives an opportunity to design electrical machine with any number of armature phases spaced in phase from each other. In series connected DC machines, the field winding is connected in series with the armature winding. In general, the series connection leads to a torque-speed characteristic that is useful in transport and crane mechanisms where need high start torque. For realization series connected machine with DC stator excitation, the number of armature phase can be two, three, or more. Increasing number of phase leads to more complicated design of machine and gives some advantages in performance. The minimum two or three phase gives the simplest design power electronic controller and the sensors position circuit. Like DC universal motor, the machine with series connected DC stator excitation, in principle, can operate from either from AC or DC voltage sources. The universal mode operation is described in this paper when motor operate from one phase AC voltage source. The prototype of two phase motor with DC stator excitation was realized on the base of a car alternator. Results of tests prototype motor and modeling in steady state condition prove that the property of brushless machine with DC stator excitation similar to those series, shunt connected, and separate exited DC machines. Considered machine can find application in the electric drive cars and hybrid electrical vehicles.
Gladyshev, Sergey P., Okrainskaya, Irina
Reduction in Parasitic Losses by Careful Choice of Alternator Drive System2012-01-03854/16/2012
Concerns over greenhouse gas emissions are driving governments and the automotive industry to seek out ways of reducing vehicle CO₂ emissions. Engine friction reduction is one means of reducing CO₂ emissions, through fuel consumption improvements. The ancillary drive system typically contributes up to 8% of the total engine friction level, so improvements in this system can make a real difference to engine efficiency, fuel consumption and CO₂ emissions. Mahle has undertaken a series of rig tests, based on a 2.5-liter gasoline engine, but built to a minimum friction level of hardware. Using motored drive torques, the losses associated with different alternator drive concepts was investigated: - Standard 150A alternator, - Reduced capacity 120A alternator, - Reduced capacity 120A alternator driven by a dual speed gearbox, and - Reduced capacity 120A alternator driven by a twin-belt dual ratio pulley. The engine test configuration enabled the friction sensitivity to be considered in respect of oil temperature, belt tension, belt temperature and alternator loading, as well as the hardware changes considered. The twin-belt concept demonstrated a friction improvement capability, whereas changing the effective alternator ratio by means of a dual speed gearbox demonstrated a detriment. The use of a twin-belt system could offer the opportunity to reduce the overall FEAD system losses as well as potentially enabling smaller alternators to be specified. Cost and packaging issues permitting, this could reduce the parasitic losses associated with an alternator drive system. With a twin-belt arrangement, the test engine demonstrated an improvement in net parasitic losses of between 300W and 400W, at an engine speed of 5000 RPM and alternator loading of 60A. For the same test conditions, a dual speed gearbox would need to be operating at an efficiency above approximately 80% to avoid a net worsening in parasitic losses, whilst the measured efficiency of the test unit was approximately 60%. This paper considers the approach to the testing, the test results obtained and some further discussion.
Mackay, Stewart
Solar Assisted Vehicle Electrical System (S.A.V.E.)2012-01-10584/16/2012
S.A.V.E. (SOLAR-ASSISTED VEHICLE ELECTRICAL SYSTEM) is a microcontroller-based closed loop system designed to optimize the duty cycle of alternator in conventional vehicle electrical system. This has been done by integrating a SOLAR PANEL on the rooftop of a popular hatchback. The SOLAR PANEL supplies continuous power to battery for charging thereby reducing alternator duty cycle. Consequently, in order to optimize/control alternator functioning based on demand, a microcontroller has been incorporated. S.A.V.E. consists of a microcontroller which senses the instantaneous electrical load (in terms of current & voltage drawn) from battery. The controller using the intelligent algorithm keeps on checking this real-time consumption with the threshold values & decides when to activate/deactivate alternator. Thus with this controller, a) reduction in actual CO₂ emission & consequent, and b) 6% improvement in vehicle fuel efficiency has been achieved.
Sonchal, Chirag Padmakar, Kulkarni, Anand Vijay, gajankush, Jaypal, pawar, Sandeep
High Performance Stop-Start System with 14 Volt Belt Alternator Starter2012-01-10414/16/2012
As the industry strives to achieve improved fuel economy, stop-start systems for internal combustion engines are receiving additional focus. Studies and system proposals have been made for various electrical configurations ranging from 12 volts to 42 volts and higher [1, 2, 3]. Both cranking motor and belt alternator starter configurations have been proposed, with some concerns regarding the customer acceptance of the cranking motor solution [1] which were subsequently addressed [3]. Typically, 14 Volt Belt Alternator Starter (BAS) applications are limited to 1.6 liter gasoline (0.4 liter per cylinder) and 1.4 liter diesel (0.35 liter per cylinder) engines due to BAS torque output constraints. Some previous work extended this range to 0.7 liter per cylinder by utilizing a boosted supply voltage and auxiliary energy storage device [1]. This paper details a 2.4 liter 4 cylinder GDI (0.6 liter per cylinder) application of a non-boosted 14 V BAS system with integrated battery state of health monitoring. A key enabler for the application is a high (3.24:1) pulley ratio which reduced cranking current by 43%. The lower cranking speed did not result in longer start times as a fast-start algorithm allowing fuel injection and spark on first partial compression stroke was employed which actually reduced start time by 22%. Functionality was further improved by using the higher rotation speed of the alternator together with battery state of health monitoring for improved battery recharging and efficient energy recovery.
Fulks, Gary, Roth, Gregory, Fedewa, Andrew
Intake System Design Approach for Turbocharged MPFI SI Engine2011-26-00011/19/2011
The automotive industry is currently facing the challenge of significantly stringent requirements regarding CO₂ emission and fuel economy coming from both legislations and customer demand. Advanced engine technologies play a vital role for downsizing of gasoline engine. The development of key design technologies for high efficiency gasoline engines is required for the improvement of competitive power in the global automobile industry. This paper focused on effect of geometry of intake manifold of gas exchange process and consequently the performance of the engine. Specially, the optimal design technologies for the intake manifold and intake port shape must be established for high performance, increasingly stringent fuel economy and emission regulations. Space in vehicle or packaging constraints and cost are also important factors while consideration of the design. Two models of intake manifolds discussed in this paper, such as short runner intake manifold and long runner intake manifold with different plenum chambers. Parameters like manifold plenum volume, runner length affecting dynamically on gasoline turbocharged engine performance are studied and evaluated. By employing these parameters, performance prediction of 2.2-liter MPFI Turbocharged Gasoline Engine is done by using mathematical models made from AVL Boost 5.1 software. CFD simulations are conducted on the both proposal to examine the distribution of the air flow from plenum to individual runners. Actual test bed engine performance is predicted and compared with boost performance. Injector position is defined on last section of primary pipe or runner in order to maximize fuel vaporization. The fact, fuel should not be injected on port walls and accordingly angle has been confirmed by injector target test.
Jagtap, Harishchandra, Vinayak, Chavan, Koli, Ravindra
Alternator Remanufacturing/Rebuilding Procedures Includes Passenger Car, Heavy Duty, Industrial, Agricultural, and MarineJ2075_200103 (Historical)3/1/2001
These remanufacturing procedures are recommended minimum guidelines (with theunderstanding that being more critical is acceptable) for use by remanufacturers/rebuilders of alternators to promote consistent reliability, durability, and safety of remanufactured alternators. Installation of remanufactured or rebuilt products is often an economical way to repair an application even though the products may not be identical to original equipment parts. Before processing any part, a remanufacturer/rebuilder should determine if the original design and present condition of the core are suitable for remanufacturing/rebuilding so as to provide durable operation of the part as well as acceptable performance when installed on the application. The remanufacturer/rebuilder should also consider the safety aspects of the product and any recommendations of the original manufacturers related to remanufacturing or rebuilding this product. While these procedures are meant to be universal in application, various product types have unique features of dimension and design which may require special remanufacturing/rebuilding processes and tests that are either not covered by or are exceptions to these procedures.
Service Committee
A New Design for Automotive Alternators2000-01-C08411/1/2000
This paper introduces a new design for alternator systems that provides dramatic increases in peak and average power output from a conventional Lundell alternator, along with substantial improvements in efficiency. Experimental results demonstrate these capability improvements. Additional performance and functionality improvements of particular value for high-voltage (e.g., 42 V) alternators are also demonstrated. Tight load-dump transient suppression can be achieved using this new design and the alternator system can be used to implement jump charging (the charging of the high-voltage system battery from a low-voltage source). Dual-output extensions of the technique (e.g., 42/14 V) are also introduced. The new technology preserves the simplicity and low cost of conventional alternator designs, and can be implemented within the existing manufacturing infrastructure.
Perreault, David J., Caliskan, Vahe
Starter/Alternator Design for Optimized Hybrid Fuel Economy2000-01-C06111/1/2000
A Starter/Alternator (S/A) has been developed at Ford Research laboratories for hybrid electric vehicle applications. During development, the vehicle concept of operation and the system performance requirements were used to select the proper technology. The specification development, component selection and subsystem operation process is described. Subsystem performance and vehicle fuel economy are compared and evaluated using hybrid vehicle simulation analysis. These results can be used to identify potential subsystem modifications and alternative vehicle control strategies.
Gale, Allan, Brigham, David
Excitation of the Automobile Alternator with the Claw Pole Rotor by Means of Stator Winding2000-01-15724/2/2000
It is known, that the alternator self-excitation is possible at capacitor loading [1]. From this follows, that the alternator excitation by means of capacitors connected to one or several stator windings, as from simple excitation winding is located on a rotor, is possible. In the report the excitation of the automobile alternator with claw pole rotor by means of capacitors connected to stator windings at rotor open excitation circuit is considered. Thus, for comparison the alternator idle characteristics are received both at excitation by means capacitors, and by means of a simple excitation winding. Besides the other electrical parameters of the alternator with claw pole rotor by experimental way are determined. On the basis of the received data the alternator digital model was developed, it takes into account the magnetic circuit saturation, by using of the received experimental idle characteristics. On the basis of digital model the idle characteristics and load characteristics were calculated that confirms the adequacy of digital model to the real alternator. The digital model can be used for design and calculation a voltage regulator at excitation by stator winding. For excitation current creation the real alternator the inverter can be used, output alternating current of which should be equal to the frequency and current phase of the capacitor connected with the stator winding. The considered excitation principle can be used in electrical machine with claw pole rotor in a motor mode.
Gladyshev, S. P., Smolin, V. I., Mokshin, S. U., Golikov, V. V., Sheshukov, V. V.
Enclosed Brushless Alternator98279511/16/1998
A new, enclosed brushless alternator is developed for use in either hazardous or contaminated environments which can produce 50 Amps at 28 Volts DC. The fully enclosed design of this alternator allows it to work in environments which contain corrosive agents, metallic particulates, or volatile media. The brushless design of this unit in conjunction with the enclosure makes this alternator virtually maintenance free.
Naghshineh, Majid, Becker, James
Future Requirements for Alternators98276811/16/1998
The electrical system of a commercial vehicle is a critical component for reliable vehicle operation. While the demands on today's electrical system have increased dramatically due to higher horsepower engine environments and increased key-off loads, the design of these systems continues to evolve in order to meet these demands. Unfortunately, this design evolution has not kept pace with user expectations for enhanced performance, durability and reduced maintenance of the electrical system. In support of the TMC's S.1 Tomorrow's Truck initiative, this paper offers the following vision of future alternator requirements that will fulfill the expectations of commercial vehicle drivers, maintenance and support personnel. The intent of this vision is that it be used by designers and vehicle manufacturers as a guideline of desirable features for the alternators of tomorrow's truck.
Crull, Michael W., Johnston, Ralph H.
Application of Sensors for Design Improvements97324611/17/1997
An In-Vehicle Data Acquisition/Monitoring Device (Data Logger) has been developed to be used for evaluating the performance of alternators during vehicle operation. It can be linked to other controllers and electronic devices for exchange of information through the use of a serial communication port. By utilizing a microcontroller, eight analog and three TTL level signals are measured and recorded in non-volatile EEPROM memory devices. The system measures temperatures of critical components, system voltage and rotational speed.
Ahmadshahi, Mansour A.
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