Browse Topic: Light trucks

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Conceptual Design of Uninhabited Aircraft for Support of Wildfire SuppressionSM-2026-VLADA-51871/27/2026
A 4-rotor uninhabited air vehicle is described, with a primary mission of supporting personnel fighting wildfires. The paper demonstrates the use of technical design tools for a small Uninhabited Aircraft System (sUAS). A description of the design process is provided, including developing requirements, identifying constraints, the software tools employed, and examination of results. The vehicle is capable of delivering more than 20 kg of supplies to a delivery point 10 nm away while penetrating 30 kt winds. The sized vehicle is transportable in a medium-duty pickup truck and can be picked up and moved for ground handling by one or two individuals. The vehicle information will be publicly released for NDARC software users. Future work will examine other requirements, such as maneuvering and gust rejection.
Silva, Christopher, Solis, Eduardo
Disc Wheel and Hub or Drum Interface Dimensions - Truck and BusJ694_202104 (Current)4/30/2021
This SAE Recommended Practice contains dimensions and their tolerances concerning disc wheel to hub or drum interface areas for truck and bus applications. Disc wheels designed only for single wheel applications (not dual wheels) for light trucks and special or less common applications are not covered in this document.
Truck and Bus Wheel Committee
J1979-DA, Digital Annex of E/E Diagnostic Test ModesJ1979DA_202104 (Historical)4/21/2021
On-Board Diagnostic (OBD) regulations require passenger cars, and light and medium duty trucks, to support communication of a minimum set of diagnostic information to off-board “generic” test equipment. This document specifies the diagnostic data which may be required to be supported by motor vehicles and external test equipment for diagnostic purposes which pertain to motor vehicle emission-related data. SAE J1979 was originally developed to meet U.S. OBD requirements for 1996 and later model year vehicles. ISO 15031 5 was based on SAE J1979 and was intended to combine the U.S. requirements with European OBD requirements for 2000 and later model year vehicles.
Vehicle E E System Diagnostic Standards Committee
Wheels/Rims - Truck and Bus - Performance Requirements and Test Procedures for Radial and Cornering FatigueJ267_202102 (Current)2/4/2021
This SAE Recommended Practice provides minimum performance target and uniform laboratory procedures for fatigue testing of wheels and demountable rims intended for normal highway use on trucks, buses, truck-trailers, and multipurpose vehicles. Users may establish design criteria exceeding the minimum performance target for added confidence in a design. The cycle target noted in Tables 1 and 2 are based on Weibull statistics using two parameter, median ranks, 50% confidence level and 90% reliability, and beta equal to two, typically noted as B10C50. For other wheels intended for normal highway use and temporary use on passenger cars, light trucks, and multipurpose vehicles, refer to SAE J328. For wheels used on trailers drawn by passenger cars, light trucks, or multipurpose vehicles, refer to SAE J1204. For bolt together military wheels, refer to SAE J1992. This document does not cover other special application wheels and rims.
Truck and Bus Wheel Committee
Aftermarket Composite Wheels Made of Matrix Material and Fiber Reinforcement Intended for Normal Highway Use - Test Procedures and Performance RequirementsJ3204_202009 (Current)9/9/2020
This SAE Recommended Practice provides minimum performance requirements and uniform procedures for fatigue and impact testing, electrical resistance, and maximum operating temperature (MOT) of wheels intended for normal highway use on passenger cars, light trucks, and multipurpose vehicles.
Wheel Standards Committee
Trailer Towing Driving Skill CertificationJ3300/2_202005 (Current)5/26/2020
This Recommended Practice is intended to establish a procedure to certify the trailer towing driving skill levels of professional drivers. This certification can be used by the individual driver to qualify their skills when seeking employment or other professional activity. These certification levels may also be used by test facilities or other organizations when seeking test or professional drivers of various skills. This document provides directions for obtaining certification through Probitas Authentication®1 and associated trailer towing driving skill examination requirements. This document is a supplement to SAE J3300, providing information specific to the trailer towing driving skill certification and clarifying the application of the rules set forth in SAE J3300 to the trailer towing certification. While the references, definitions, rules, and guidelines presented in SAE J3300 Sections 1 through 5 apply to the trailer towing certification, they are not repeated in this document.
Driving Skills Standards Committee
Road Load Measurement Using Onboard Anemometry and Coastdown TechniquesJ2263_202005 (Current)5/26/2020
This SAE Recommended Practice establishes a procedure for determination of vehicle road load force for speeds between 115 km/h and 15 km/h (or between 70 mph and 10 mph). It employs the coastdown method and applies to vehicles designed for on-road operation. The final result is a model of road load force (as a function of speed) during operation on a dry, level road under reference conditions of 20 °C (68 °F), 98.21 kPa (29.00 in-Hg), no wind, no precipitation, and the transmission in neutral.
Light Duty Vehicle Performance and Economy Measure Committee
Testing Machines for Measuring the Uniformity of Passenger Car and Light Truck TiresJ332_202003 (Current)3/11/2020
The comfort and fatigue of vehicle passengers is a major engineering consideration. Among the many factors involved are vibratory and auditory disturbances. Tires participate, among other elements of the vehicle, in exciting vibrations and noises. Furthermore, tires also may generate forces leading to lateral drift of the vehicle. This SAE Recommended Practice describes the design requirements for equipment to evaluate some of the characteristic excitations of passenger car and light truck tires which may cause disturbance in vehicles. The kinds of excitations treated result from nonuniformities in the structure of the tire and have their effect when a vehicle bearing the tire travels on a smooth road. This document also describes some broad aspects of the use of the equipment and lists precautionary measures that have arisen out of current experience. The intention underlying these recommendations is to establish a standardized measurement for use by the engineering community. The evidence from years of experience supports the statistical relevance of data obtained using the type of equipment and procedures described. However, mechanical instability of materials in response to temperature, storage conditions, and surface contamination, as well as the previous history of usage, etc., produces variation in vibratory excitations. Thus, the measurements of individual tires are always to a degree of uncertain. Nevertheless, larger values of vibratory excitations are usually well identified, and statistical evaluations of the data usually serve to indicate properly the vibration excitation quality of production lots of tires for those items considered in this document. Criteria of quality which might be based on measurements made under this document follow from the needs of individual engineering applications and are consequently not sufficiently general to be specified here.
Highway Tire Committee
Nissan's 2020 Frontier gets new V6, 9-speed20AUTP03_153/1/2020
More transmission gears and greater engine horsepower should enliven the 2020 Nissan Frontier midsize pickup truck. “We're launching a new transmission and new engine in the current Frontier, and this powertrain will be the heart of the next-generation Frontier coming in 2021,” said Tiago Castro, Nissan North America's director of commercial business unit for pickup trucks, SUVs and vans. Castro spoke with Automotive Engineering during the 2020 Chicago Auto Show. Replacing the current standard 152-hp 2.5-L 4-cylinder and an optional 261-hp 4.0-L V6, the 3.8-L V6's first application is the 2020 Frontier. “We're getting 49 more horsepower with the new V6, which is best-in-class standard horsepower,” Castro said. The new 3.8-L engine's torque, rated at 281 lb-ft (381 Nm), matches the outgoing 4.0-L V.6.
Buchholz, Kami
Nikola's FCEV pickup surprise20AUTP03_143/1/2020
Development challenges of hydraulic brakes for commercial vehicles2019-36-00131/13/2020
The automotive research and development environment is increasingly challenging and complex, full of new technologies, regulations and customized customer needs. In addition, the cargo transportation market is very dynamic and competitive, becoming complex the strategies for companies in this segment. According to Anfavea (2018), this trend, especially in large urban centers, has driven the intention to use light commercial vehicles to capillize deliveries in destinations with a high demographic concentration and traffic limited to medium and heavy vehicles. In this scenario, the demand for diversified products is increasing in order to overcome the main tradeoff: “minimizing the size of the trucks and maximize the load capacity”. It brings the number of complex projects. The brake system is greatly impacted in these developments mainly because light commercial vehicles are situated in a weight range that we can call "identity crisis" if on the one hand they need an upgrade compared to a conventional car and use the hydraulic brake on the other one need a downgrade of a medium or heavy truck that brings robustness and pneumatic brakes. The definition of the type of assistance is a determining factor, hydraulic brake; pneumatic brake or a hybrid brake (air over hydraulic). Each type has its advantages and disadvantages, which are directly related to the vehicle's application such as installation package, serviceability, service brake costs and performance and especially parking brake. This work shows the study and development of the brake system including the detailed presentation of a dry caliper, implemented as disruptive innovation technology. It also has a new concept applied to a commercial vehicle, developed in Brasil and used as footprint own knowledge for the specific needs of the market and provides a very cost-benefit commitment for the customer, yet brings the wished confidence of the parking brake function for drivers.
Vetter, Narã Vieira, Carlos de Oliveira, Antonio, Fontes, Eduardo Henrique Souza, Nogueira, Felipe, Fonseca, Guilherme Henrique, Nuss de Souza, Luis Fernando, Oliveira dos Reis, Rodrigo de, Manenti, Vangelo Cardoso
Cetrax Lite - Implementation on a Light Duty truck2019-01-237112/19/2019
Electric mobility becomes more and more important for commercial vehicle applications. Hybrid or electric vehicles help to reduce CO2 and other emissions, but also have additional benefits like reduced noise. The driveline design plays a crucial role for the operation of such vehicles but for an effective design, costs and on-weight also have to be considered. ZF Electric strategy provides tailored driveline solutions for Light Commercial Vehicles. This presentation resumes the implementation of such a driveline concept into a Japanese made LCV, where the differences between European and Asian application cases have been evaluated. The project shows a proof of concept where mechanics, HV system and functions have been tested in order to implement a series production design.
de la Cruz, Rafel Pascual, Speck, Frank-Detlef
EDITORIAL: Engineering lapses test brand loyalty19AUTP11_0511/1/2019
“Today a bunch of idiot lights appeared in the minivan during my drive to work,” reported my spouse, Suzie, after she arrived home one evening last month. Sure enough, the cluster on our 2011 Honda Odyssey lit up like a Christmas tree when I turned on the ignition to investigate. The Check Engine light and two others were illuminated. Trouble appeared to be rearing its costly head through the car's onboard diagnostics (OBD) network. Suzie is the Odyssey's primary pilot and a stickler about getting her cars serviced as OEMs intend: by factory-trained dealer techs. So next day, we took the minivan, with 80,000 miles on the odo, to the local Honda store where we bought it (our sixth Honda product) new.
Brooke, Lindsay
Recovery Attachment Points for Passenger Cars, Vans, and Light TrucksJ2069_201910 (Current)10/28/2019
This SAE Recommended Practice is intended to provide guidelines to the vehicle manufacturer for applying recovery attachment points on vehicles rated up to 3178 kg (7000 lb) GVW, such as passenger cars, vans, and light trucks.
Motor Vehicle Council
Towed Vehicle Drivetrain Test Procedure Passenger Cars, Vans, and Light-Duty TrucksJ1144_201910 (Current)10/28/2019
This SAE Recommended Practice provides a means for evaluating the drivetrain of the passenger car, van, or light-duty truck being towed under a variety of road conditions. The towing equipment used is explained in SAE J1142. NOTE—For the purpose of this document, the drivetrain refers to the combination of a specific transmission (make, model, size, type), a specific differential assembly (make, model, size, type), and a specific driveline, if required.
Motor Vehicle Council
GKN spreads premium propshaft tech to quiet pickup cabins19AUTP10_1110/1/2019
It may seem a long way in engineering and NVH terms from premium European cars such as Audi's A5 and A7 to light duty trucks, but GKN Automotive has bridged that gap with its latest lightweight all-wheel drive (AWD) modular propshaft. Many pickups suffer a significant amount of unwanted NVH emanating from the front propshaft, with its two universal or CV joints and an interconnecting shaft positioned below and close to the passenger cabin. But now GKN Automotive has “re-characterized” its premium car driveline system to an entirely different vehicle category. “With a traditional truck front propshaft, the level of noise entering the cabin is perceived as a drone,” explained Michael Miller, GKN's propshaft product technology manager. “We've worked on applications of our new technology where the cabin NVH levels have been dramatically reduced. Positive results stem from the combination of joints used in our lightweight modular front propshaft.”
Birch, Stuart
Downhill Safety Assistant Driving System for Battery Electric Vehicles on Mountain Roads2019-01-21299/15/2019
When driving in mountainous areas, vehicles often encounter downhill conditions. To ensure safe driving, it is necessary to control the speed of vehicles. For internal combustion engine vehicles, auxiliary brake such as engine brake can be used to alleviate the thermal load caused by the continuous braking of the friction brake. For battery electric vehicles (BEVs), regenerative braking can be used as auxiliary braking to improve brake safety. And through regenerative braking, energy can be partly converted into electrical energy and stored in accumulators (such as power batteries and supercapacitors), thus extending the mileage. However, the driver's line of sight in the mountains is limited, resulting in a certain degree of blindness in driving, so it is impossible to fully guarantee the safety and energy saving of downhill driving. Therefore, taking a pure electric light truck as an example, the system proposed in this paper first analyzes the driver's driving intention, proposes the system startup and exit strategy, and then combines the geographic information system (GIS) mountain road information, downslope speed limit and vehicle parameters, considering the motor and battery characteristics, establishes mathematical models such as the regenerative braking model and the brake temperature rise model based on vehicle dynamics and the conservation of energy, determines the appropriate braking mode(There are two braking modes)and the slope top safe speed by calculation, and reminds the driver when going uphill and downhill. The main goal is to use more regenerative braking, reduce the use or duration of the main brake, avoid overheating the main brake, improve the safety during continuous braking, and achieve smarter energy management. Finally, simulations are carried out under different conditions of vehicle speed, slope length, slope gradient and battery SOC. The results show that the system has a good energy-saving effect and can significantly improve the safety of BEVs running downhill.
Feng, Jia'ao, Tian, Zhongpeng, Cui, Jian, Zhou, Fangyu, Tan, Gangfeng
The Normal-Load and Sliding-Speed Dependence of the Coefficient of Friction, and Wear Particle Generation Contributing to Friction: High-Copper and Copper-Free Formulations2019-01-21319/15/2019
Automotive brakes operate under varying conditions of speed and deceleration. In other words, the friction material is subjected to a wide range of normal loads and sliding speeds. One widely accepted test procedure to evaluate, compare and screen friction materials is the SAE J2522 Brake Effectiveness test, which requires full-size production brakes to be tested on an inertia brake dynamometer. For the current investigation, disc pads of two types of 10 different formulations (5 high-copper and 5 copper-free formulations) were prepared for testing on a front disc brake suitable for a pickup truck of GVW 3,200 kg. Each pad had 2 vertical slots, and one chamfer on the leading edge and also on the trailing edge of the pad. One segment of the test procedure looks at the coefficient of friction (Mu) under different brake line pressures and different sliding speeds to determine its stability or variability. In all cases, the Mu is found to be dependent on the normal load and sliding speed, contrary to the commonly called “Amontons-Coulomb’s Laws of Friction”. According to Wikipedia, Guillaume Amontons (1663 - 1705) observed that the force of friction was directly proportional to the applied load, meaning constant coefficient of friction and that the force of friction was independent of the apparent area of contact, while Charles-Augustin de Coulomb (1736 - 1806) observed that when a piece of metal was slid against wood, the coefficient of friction became very dependent on the normal load and the sliding speed and warned about the limitations of Amontons’ findings. Now one wonders how and when the expression of the so-called “Amontons-Coulomb’s Laws of Friction” surfaced as universal laws. According to analysis of the test data generated in this investigation, the average Mu is found to increase linearly with the increasing total wear rates of the disc and the 2 pads (the inboard and the outboard pads) in the case of copper-containing formulations and also in the case of copper-free formulations: each type of formulation has its own linear relationship. The average Mu is found to consist of 2 parts. One part is dependent on the total wear rates of the disc and the 2 pads while the other part, which is the Mu at zero wear, is independent of the wear rates. Also in this investigation, the disc wear rate is found to be directly proportional to the total wear rate of the 2 pads (the inboard and the outboard). As the pad wear is reported to be best described by a power function of the normal load and the sliding speed, a power function becomes applicable to the disc wear rate as the disc wear rate is proportional to the pad wear rate. So the wear dependent part of the Mu becomes a power function of the normal load and the sliding speed.
Rhee, Seong K., Sriwiboon, Meechai, Tiempan, Nipon, Kaewlob, Kritsana
Vibro-Acoustic Analysis for Modeling Propeller Shaft Liner Material2019-01-15606/5/2019
In recent truck applications, single-piece large-diameter propshafts, in lieu of two-piece propshafts, have become more prevalent to reduce cost and mass. These large-diameter props, however, amplify driveline radiated noise. The challenge presented is to optimize prop shaft modal tuning to achieve acceptable radiated noise levels. Historically, CAE methods and capabilities have not been able to accurately predict propshaft airborne noise making it impossible to cascade subsystem noise requirements needed to achieve desired vehicle level performance. As a result, late and costly changes can be needed to make a given vehicle commercially acceptable for N&V performance prior to launch. This paper will cover the development of a two-step CAE method to predict modal characteristics and airborne noise sensitivities of large-diameter single piece aluminum propshafts fitted with different liner treatments. The first step is the use of a traditional CAE software to calculate prop surface response. The second step is a boundary element simulation to calculate prop surface radiated noise under the excitation obtained from the first step. Finally, acceleration and acoustic test data are presented to assess the accuracy of the CAE method. The new CAE method can dramatically benefit driveline N&V integration, such as prop liner selection or prop mode tuning to reduce the driveline noise.
Jayaratne, Rajith R., Liu, Yu, Gehringer, Mark, Rayce, Jeff, Hill, Wallace
J1979-DA, Digital Annex of E/E Diagnostic Test ModesJ1979DA_201905 (Historical)5/8/2019
On-Board Diagnostic (OBD) regulations require passenger cars, and light and medium duty trucks, to support communication of a minimum set of diagnostic information to off-board “generic” test equipment. This document specifies the diagnostic data which may be required to be supported by motor vehicles and external test equipment for diagnostic purposes which pertain to motor vehicle emission-related data. SAE J1979 was originally developed to meet U.S. OBD requirements for 1996 and later model year vehicles. ISO 15031 5 was based on SAE J1979 and was intended to combine the U.S. requirements with European OBD requirements for 2000 and later model year vehicles.
Vehicle E E System Diagnostic Standards Committee
Aluminum: Toward 50% body content19AUTP05_045/1/2019
Aluminum BIW and closure parts are the key to achieving both regulatory and OEM goals for improved vehicle efficiency going forward. To vehicle-development teams, peaceful coexistence is the 2020's way of describing the relationship between steel and aluminum. Sure, the two giant materials industries will continue their battle to conquest one another's market share. But for vehicle planners and program-development teams, the ferrous and light metals are an increasingly effective and popular combination. As experts Dr. Alan Taub and Michael Robinet have noted elsewhere in this issue, the mixed-materials trend is becoming an enduring one, as evidenced across the landscape of recent new-vehicle introductions. Aluminum crossmembers and subframes are engineered harmoniously into light-truck ladder frames whose finely-tailored use of various advanced high-strength steel grades could fill engineering textbooks. Suspension control arms have become the focus of new CAE-driven designs that have brought flip-flop applications within some OEMs-what was once a heavy steel fabrication is changed to a far lighter aluminum casting, then to a forging, only to be transformed again into an even lighter steel stamping full of precisely-located lightening holes. Further iterations in aluminum-or perhaps CFRP composite, or a combination of metal and composite-are likely to follow.
Brooke, Lindsay
Q&A19AUTP05_175/1/2019
The engineering program for the 2020 Jeep Gladiator was managed in the company's dual-responsibility style that seats approximately equal authority in the Chief Engineer and a “Model Responsible” executive/engineer who brings an additional perspective-and responsibilities-to the effort. During the Gladiator's early-spring media introduction, SAE editorial director Bill Visnic spoke with Elizabeth Krear, Gladiator Model Responsible - Jeep Engineering and Pete Milosavlevski, Chief Engineer, about the program's development targets and priorities, the importance of the Gladiator's connection to the iconic Wrangler-and the challenge of returning after 27 years to a midsize-pickup market segment facing capable and well-established competitor models.
Probability of Frontal Airbag Deployment in Bumper-Bumper and Underride Collisions2019-01-06204/2/2019
Airbag deployment thresholds can be a useful metric of collision severity in accident reconstruction applications. The National Automotive Sampling System (NASS) has provided a publicly-available database of real-world motor vehicle collisions, including more than 10,000 event data recorder (EDR) reports retrieved from airbag control modules. These reports typically indicate the airbag deployment status and the corresponding Delta-V of each recorded event. A prior study analyzing crash data in the NASS database demonstrated the airbag deployment threshold varies between vehicle manufacturers and over time. However, the analysis was limited to Ford and GM vehicles due to insufficient data. This paper expands on the prior study of frontal airbag deployment thresholds by analyzing newer years of NASS EDR data (4,000 additional reports). We found that the Delta-V threshold for a 50% probability of deployment event is higher for Toyota than for GM and Ford vehicles. Moreover, SUVs and pickup trucks had higher deployment thresholds than sedans. An increase in Delta-V thresholds was observed for more recent vehicle model years. A higher Delta-V is required for frontal airbag deployment in underride collisions, in which a sedan contacted a vehicle with higher ground clearance (SUV, pickup truck, or van), compared to collisions with direct bumper-bumper engagement. Based on the findings, we developed a logistic regression model that predicts the probability of frontal airbag deployment with a known change in velocity (ΔV = 0 to 45 mph), vehicle manufacturer (GM, Toyota, Ford), vehicle type (sedan, SUV, pickup truck), model year (1994-2001, 2002-2016), and impact configuration (underride, bumper-bumper) with 82% accuracy. This study provides information about airbag deployment behavior beyond what is reported in owner’s manuals and National Highway Traffic Safety Administration (NHTSA) guidelines.
Lee, Felix, McCleery, Caitlin H., Ngo, Christina, Limousis-Gayda, Manon, Hashish, Rami
Investigation of Drag Reduction Technologies for Light-Duty Vehicles Using Surface, Wake and Underbody Pressure Measurements to Complement Aerodynamic Drag Measurements2019-01-06444/2/2019
A multi-year, multi-vehicle study was conducted to quantify the aerodynamic drag changes associated with drag reduction technologies for light-duty vehicles. Various technologies were evaluated through full-scale testing in a large low-blockage closed-circuit wind tunnel equipped with a rolling road, wheel rollers, boundary-layer suction and a system to generate road-representative turbulent winds. The technologies investigated include active grille shutters, production and custom underbody treatments, air dams, wheel curtains, ride height control, side mirror removal and combinations of these. This paper focuses on mean surface-, wake-, and underbody-pressure measurements and their relation to aerodynamic drag. Surface pressures were measured at strategic locations on four sedans and two crossover SUVs. Wake total pressures were mapped using a rake of Pitot probes in two cross-flow planes at up to 0.4 vehicle lengths downstream of the same six vehicles in addition to a minivan and a pick-up truck. A smaller rake was used to map underbody total pressures in one cross-flow plane downstream of the rear axle for three of these vehicles. The results link drag reduction due to various technologies with specific changes in vehicle surface, rear underbody and wake pressures, and provide a database for numerical studies. In particular, the results suggest that existing or idealized prototype technologies such as active grille shutters, sealing the external grille and ride height control reduce drag by redirecting incoming flow from the engine bay or underbody region to smoother surfaces above and around the vehicle. This mechanism can enhance the reduction in wheel drag due to reduced wheel exposure at lowered ride height. Sealing the external grille was found to redirect the flow more efficiently than closing the grille shutters, and resulted in greater drag reduction. Underbody treatments were also found in some cases to redistribute the flow around the vehicle to reduce pressure drag in addition to underbody friction drag. The magnitude and spatial extent of the measured pressure changes due to the various technologies were often consistent with the amount of drag reduction.
de Souza, Fenella, Raeesi, Arash, Belzile, Marc, Caffrey, Cheryl, Schmitt, Andreas
Numerical Simulations of Pre-Chamber Combustion in an Optically Accessible RCEM2019-01-02244/2/2019
In this work, numerical simulations of an automotive-sized scavenged pre-chamber mounted in an optically-accessible rapid compression-expansion machine (RCEM) have been carried out using two different turbulence models: Reynolds-Averaged Navier-Stokes (RANS) and Large-Eddy Simulation (LES). The RANS approach is combined with the G-equation combustion model, whereas the LES approach is coupled with the flamelet generated manifold (FGM) model for partially-premixed combustion. Simulation results are compared with experimental data in terms of OH* chemiluminescence in the main chamber. Both RANS and LES results were found to qualitatively reproduce the main features observed experimentally in terms of spatial flame development. Simulation results are further analysed by means of early flame propagation within the pre-chamber (related to the fuel and turbulence intensity distributions) and the ignition process in the main chamber. During the turbulence jet ignition (TJI) process, the analysis of the LES progress variable variance reveals that during the intensive jet mixing the mixture in the main chamber is predominantly ignited by autoignition followed by a progressive transition to a deflagrative premixed flame propagation mode. For the lean fuel-air mixture considered (λ=2) the mixing of the additional fuel (previously injected into the pre-chamber) within the main chamber was found to play a major role on the ignition process.
Bolla, Michele, Shapiro, Evgeniy, Tiney, Nick, Kyrtatos, Panagiotis, Kotzagianni, Maria, Boulouchos, Konstantinos
2019 Vehicle Technology Review19AUTP04_024/1/2019
Reviewing the latest tech applications in the automotive space and the trends they're serving. With massive shifts looming in the automotive engineering space - the titanic trio of Autonomy, Mobility and Electrification (AME) - it's easy to forget that the pace of innovation continues unaltered in the here and now. We've reviewed the latest technologies on the newest OEM models and how they point to current trends in the automotive landscape. Though the AME macro trends represent the majority investment in the automotive space, and work on traditional engineering projects including new powertrains continues, small features that resonate often serve as a guideposts to what's next.
Seredynski, Paul
FCA debuts new Ram Heavy Duty pickups19AUTP03_163/1/2019
FCA's Ram truck division unveiled its new 2019 Heavy Duty (HD) pickup truck lineup at the 2019 North American International Auto Show (NAIAS). The new HD pickups feature the slick interiors and tech from Ram's new 1500 line, significant powertrain and chassis upgrades and all-new front and rear sheetmetal. The Ram HD lineup will face off against Chevy's new HD pickup offerings and Ford's established F-Series and includes 2500/3500 capacities in regular, crew and mega-cab configurations. Since it's a heavy-duty truck launch, Ram is of course touting new capability figures for its HD lineup, which retains its basic cab architecture, but sees nearly every other part of its chassis upgraded. A new 6.7-liter turbo-diesel producing 1,000 lb·ft of torque-the first HD pickup to break the fourfigure torque-output barrier-combines with a redone frame that's now 98.5% high-strength steel to provide what Ram claims are class-leading figures of 35,100-lb (15,921-kg) towing and 7,680-lb (3,565-kg) of payload.
Seredynski, Paul
SUPPLIER EYE19AUTP03_083/1/2019
We can debate how quickly the electrified, connected and autonomous future will arrive. But there is no questioning how profoundly its changes will impact the entire mobility ecosystem-OEMs, suppliers, dealers, finance, energy and road infrastructures, and customers. Few chapters of past automotive history-including the growing regulatory landscape, the rise of the postwar Japanese industry and its manufacturing investment in North America, the 2009 GM and Chrysler bankruptcies, and the emergence of Tesla-can compare with the disruption that's beginning to unfold. OEMs must establish new business models to fund, nurture, and profit from the technological and ideological changes. Suppliers up and down the tiers must decide how, where, when-and whether or not-they aim to participate.
Robinet, Michael
2020 Ford Super Duty debuts all-new OHV V819AUTP03_173/1/2019
The 2020 Ford F-Series Super Duty will arrive with the heavy-duty pickup truck's best-ever conventional, gooseneck, and fifth-wheel trailer towing and payload ratings. “What makes these highest-ever ratings possible is our strongest-yet Super Duty powertrain offerings,” said Dave Filipe, Ford VP of global powertrain during the 2020 F-Series Super Duty's January 30 debut in Detroit. Automotive Engineering spoke with Ford powertrain engineers about the all-new pushrod V8, the third-generation 6.7-L Power Stroke diesel V8, and the all-new 10-speed TorqShift automatic transmission offered on the 2020 F-250, F-350, and F-450 trucks, which are expected to begin shipping to dealers in the fall of 2019.
Buchholz, Kami
New V8, big towing, trick features and tech for 2020 Chevy Silverado HD19AUTP03_153/1/2019
With pickup trucks seemingly taking over the personal-vehicle market, it's no surprise the Detroit Three automakers are devoting more attention than ever to the pickups-for-real-work side of the equation, too. In launching the 2020 Chevrolet Silverado HD line at a high-profile event at the trucks' newly-expanded assembly plant in Flint, Michigan, General Motors president Mark Reuss said, “At GM, we've been preparing for this changing market for years.” So have Ford and FiatChrysler, too, though, and with all three powering into 2019 with all-new (FCA's 2019 Ram HD) or significantly updated (Ford 2020 Super Duty) 2500/3500 heavy-duty pickups, expect competitive fireworks.
Visnic, Bill
EDITORIAL: Medium-duty trucks make headway-and headlines19TOFHP02_052/1/2019
Trucks in the medium-duty and heavy-duty pickup segments have been capturing headlines of late, with new production-vehicle launches and major product introductions at trade shows hitting at an accelerated pace. At the CES show in January, Peterbilt unveiled its fully-electric Model 220EV medium-duty truck, joining the 520EV and 579EV models already in the company's EV portfolio. The 220EV is powered by two TransPower battery packs with a total of 148 kWh and a Meritor Blue Horizon two-speed drive eAxle. A range of 100 miles and a recharge time of one hour using DC fast charging make the truck suitable for local pick-up and delivery operations. The 220EV will be delivered starting summer 2019, with six in service this year with a major customer.
Gehm, Ryan
WHAT WE'RE DRIVING19AUTP02_092/1/2019
As this month's cover story makes clear, the 2019 Audi e-tron is not an electric screamer. It doesn't redefine ludicrous 0-60-mph acceleration times every time you step on the accelerator. In fact, if you're used to a high-performance Tesla Model X, the e-tron feels decidedly neutered. The overall e-tron package combines Audi's elegant and attractive exterior (that intentionally fits the brand's current design language), slightly tweaked for the electric powertrain, with an incredibly quiet cabin, even while cruising at 75 mph.
FCA'S MICKY BLY amping up electrification19AUTP08_021/1/2019
New powertrain boss Micky Bly and his team are building an advanced propulsion-strategy roadmap that includes at least one more ICE development cycle. With its asphalt-ripping Hellcat and Demon V8s dominating the engine headlines at FCA North America, and boom times for Ram and Jeep sales, hybridization and battery electric vehicles (EVs) have “not been the leading-edge story,” notes Michael “Micky” Bly, the company's newly arrived head of Powertrain Engine Engineering. And, he acknowledged, the company is clearly perceived as trailing the industry in the new-propulsion space. “When I started the interview process to come to this position, that was one of my questions: ‘Where is FCA? Give me some insight,’” he told Automotive Engineering at the company's recent 2020 product preview. “Because what I'm intrigued about is seeing this technology develop-as well as ICE's continuing progress at the same time.”
Visnic, Bill
PICKUP SHOCKER!19AUTP01_011/1/2019
With the R1T, Rivian emerges as the startup most likely to build the electric vehicle all of America will want to own. Rivian founder and CEO R.J. Scaringe isn't claiming he's developed the formula for cold fusion, but it's possible he's cracked a code of similar import to the automotive world: the formula to make electric vehicles truly resonate with mainstream America. It seems simple, really. Develop a fresh-looking and cleverly designed pickup truck-and make it electric.
Visnic, Bill
Q&A19AUTP01_191/1/2019
While electric and robotic cars tend to dominate the mainstream automotive news, SAE readers know the huge investments being made to improve “traditional” vehicle technologies-body structures, chassis and driveline systems, lightweight materials-for greater overall efficiencies, improved safety and reduced cost. Tier 1 driveline systems supplier American Axle & Manufacturing currently has Quantum, its all-new family of lightweight beam axles with aluminum center housing, in customer evaluations for future light trucks, crossovers and SUVs. When AE learned there's NASA technology inside the Quantum “pumpkin,” we asked Jeffrey Nichols, AAM's executive director, advanced technology integration, to explain.
Nichols, Jeffrey
Jeep's Gladiator takes up arms in midsize-pickup battle19AUTP01_141/1/2019
Maybe the only thing more surprising than the fact it's been more than a quarter-century since FiatChrysler's Jeep brand sold a pickup truck is that it's taken so long to pull the trigger in a U.S. auto market that's been truck-crazed for the better part of a decade. Blame Jeep planners. Or more-charitably attribute the glaring tardiness in launching a Jeep pickup to the reality that FiatChrysler had to navigate a recession and a couple of ownership changes before and during the market's transition to pickup mania. But the 2020 Jeep Gladiator is here, unveiled at the 2018 Los Angeles auto show looking like one of the surest things the auto business can conjure.
Visnic, Bill
EDITORIAL: Rivian out-innovates the Detroit 319AUTP01_051/1/2019
The plugged-in vehicle that graces this month's cover answers the ongoing question: Who will be first to produce a battery-electric fullsize pickup truck? Because unless one of the pickup incumbents springs their own BEV surprise before 2020, that answer is most likely Rivian. Skeptics snort that Rivian is yet another upstart OEM with outsized ambition. Read my colleague Bill Visnic's insightful reporting on p. 18 and judge the truck and its technologies for yourself. Regardless of whether the naysayers are right or not, Rivian's R1T electric pickup is a milestone. I'm betting that five years from now, other OEMs will have followed suit.
Automotive Engineering: October 201818AUTP1010/4/2018
Transforming Tenneco From new-tech suspensions to curb motion sickness, to composite exhausts, Dr. Ben Patel's engineers are innovating toward the electrified, automated-driving future. The electric future-Audi-style The first-ever electric vehicle from Audi, the e-tron, is production-ready and as expected, impressively engineered. Dual-volute salute! BorgWarner's new twist in turbocharging helps GM's new L3B gasoline four deliver V6-beating power and torque, with diesel-like fuel efficiency, in full-size pickup trucks. Editorial OEMs deny suppliers the limelight SAE Standards News Battery-size standards Technical Information Report available Supplier Eye The future of "core" vehicle systems The Navigator Ideas for multi-modal mobility What We're Driving VinFast: Vietnam's first car company has big ambitions Mercedes-Benz getting serious about fuel-cells-for vans Autonomous vehicles present passive-safety challenges Millers Oils tackles EV lubrication challenges OEMs progress to 'functional engineering' as digital tools evolve Schaeffler debuts new Mover concept at Detroit symposium With 2019 Sierra, GMC puts brand differentiation behind it-literally 2019 Honda Pilot gets refined 9-speed, tougher styling Subaru 'Ascends' to three-row crossover segment Toyota 'hatches' new Corolla variant Q&A Renovo Auto's Chris Heiser on OS for AMoD
Development of Drive Cycles and Measurement of Fuel Economies of Light Duty Vehicles in Metro Manila2018-01-17589/10/2018
The urban drive cycles for five different light duty vehicles (LDV) are developed in this study. The study presents the methodology in the development of the drive cycles in which the speed profile of the specific type of vehicle is surveyed with an on-board instrument. The speed data is processed using a program to execute the methodology in generating candidate drive cycles. The selected drive cycles are then used in the chassis dynamometer laboratory to estimate the fuel economies of each type of light duty vehicle considered. The developed drive cycles for the different types of light duty vehicles, namely (1) private cars, (2) taxis, (3) public utility jeepneys, (4) UV express, and (5) light duty trucks have average speeds of 17.97 kph, 13.57 kph, 10.87 kph, 14.69 kph and 8.43 kph respectively. The measured fuel economies for all the light duty vehicles tested ranges from 3 to 12 km/liter.
Abaya, Ernesto B., Vergel, Karl B., Quiros, Edwin N., Sigua, Ricardo
Sound Level for Passenger Cars and Light TrucksJ986_201808 (Current)8/10/2018
This SAE Standard establishes the test procedure, environment, and instrumentation for determining the exterior sound level for passenger cars, multipurpose vehicles, and light trucks having a gross vehicle mass rating of 4540 kg or less. The test procedure is characterized by having fixed initial conditions, i.e., an as-specified initial vehicle speed and gear selection at a fixed start point on the test site. Full-throttle acceleration and closed-throttle deceleration of the vehicle are included in this procedure. Sound levels determined in accordance with this document are dependent on the performance capability of the test vehicle, as influenced by power-to-mass ratio and overall powertrain gear ratio.
Light Vehicle Exterior Sound Level Standards Committee
Instantaneous Fuel Consumption Models of Light Duty Vehicles and a Case Study on the Fuel Consumption at Different Traffic Conditions in Metro Manila Using Shepard’s Interpolation Method2018-01-00754/3/2018
The instantaneous fuel consumption measurements obtained from the chassis dynamometer tests using the drive cycles for light duty vehicles in Metro Manila was used in the development of speed-acceleration-fuel consumption models. The Shepard’s interpolation method was used in the development of the models. A program C# language was used to execute the interpolation method.The resulting models are represented by speed-acceleration-fuel consumption surface graphs. The surface graph of each test vehicle represents its estimated fuel consumption variation according to its combined instantaneous speed and acceleration. Actual instantaneous speeds from speed data of surveyed vehicles, defining different traffic conditions by average speed, are used to interpolate instantaneous fuel consumption. Fuel economy, in terms of distance travelled (km) per volume of fuel consumed (liter), is computed from the totaled fuel consumption and total distance traversed. An increasing trend in fuel economy is observed when traffic conditions improve.
Abaya, Ernesto B., Vergel, Karl B., Quiros, Edwin N., Sigua, Ricardo G., Biona, Jose Bienvenido
Development of General Motors’ eAssist Gen3 Propulsion System2018-01-04224/3/2018
General Motors’ 3rd generation eAssist propulsion systems build upon the experience gained from the 2nd generation 115v system and the 1st generation 36v system. Extensive architectural studies were conducted to optimize the new eAssist system to maintain the performance and fuel economy gains of the 2nd generation 115v system while preserving passenger and cargo space, and reducing cost. Three diverse vehicle applications have been brought to production. They include two similar pickup trucks with 5.3 liter V8 engines and 8 speed transmissions, a 4-door passenger car with 2.5 liter 4 cylinder normally aspirated gasoline engine and a 6-speed automatic transmission, and a crossover SUV with a 2.0-liter turbocharged engine and 9 speed transmission. The key electrification components are a new water cooled induction motor/generator (MG), new water cooled power electronics module, and two major variants of 86v lithium ion battery packs. All three applications share variations of the same components, showing the bandwidth of the 3rd generation system. The engines include special dual tensioner accessory drive systems to couple the MG to the crankshaft. The transmissions are all modified to support the eAssist system. The torque based control system of the 2nd generation eAssist system was carried into these applications and integrated with the latest GM corporate common electrical and controls architectures.
Cottrell, Daniel, Miller, Michael Andrew, Oury, Andrew, Staley, Eric, Mui, Danny, Osterkamp, Dale, Poulos, Stephen
On the Robustness of Adaptive Nonlinear Model Predictive Cruise Control2018-01-13604/3/2018
In order to improve the vehicle’s fuel economy while in cruise, the Model Predictive Control (MPC) technology has been adopted utilizing the road grade preview information and allowance of the vehicle speed variation. In this paper, a focus is on robustness study of delivered fuel economy benefit of Adaptive Nonlinear Model Predictive Controller (ANLMPC) reported earlier in the literature to several noise factors, e.g. vehicle weight, fuel type etc. Further, the vehicle position is obtained via GPS with finite precision and source of road grade preview might be inaccurate. The effect of inaccurate information of the road grade preview on the fuel economy benefits is studied and a remedy to it is established. It is shown that the effect of scale and value bias error in the road grade preview can be eliminated by the on-line adaptation of the model parameters performed by the constrained Recursive Least Squares (RLS) method and the estimation of the additive acceleration by the Extended Kalman Filter (EKF). The effect of phase error in road grade preview is eliminated by the iterative improvement of the estimation of the vehicle’s true position over the grade map. The algorithm is based on minimization of vehicle model fitting residuals over a past horizon, which is formulated as a one-dimensional nonlinear optimization problem solved by Secant method at each ANLMPC sample time. Success in grade error correction is verified by both model fitting quality and the resulting control performance benefit. The ANLMPC with road grade preview error correction has been validated in simulation with model of light duty truck towing a 4500kg trailer showing up to 10% fuel economy improvement compared to production cruise controller with the same time of arrival.
Santin, Ondrej, Beran, Jaroslav, Mikuláš, Ondřej, Pekar, Jaroslav, Michelini, John, Szwabowski, Steven, Mohan, Shankar, Filev, Dimitar, Jing, Junbo, Ozguner, Umit
A Material Efficiency Ratio to Evaluate the Methods for Improving the Torsional Rigidity of a Pickup Chassis Frame2018-01-10244/3/2018
While offering improved crash worthiness and significant lightweighting opportunities, the increased use of advanced high strength steels (AHSS) may compromise the stiffness and NVH performance of vehicles due to reduced part thickness. Different methods to improve the torsional rigidity were studied on a pickup chassis frame. These methods include adding bulkhead pairs as reinforcement, increasing the thicknes of frame parts, and enlarging the closed sections on the rails. Structural optimization was conducted for each stiffness improvement method and the minimal mass increase required to reach the improvement targets was obtained. A material efficiency ratio μ is proposed in this research and used as a criterion to evaluate the efficiency of a mass increase to improve the structural stiffness and NVH characteristics of vehicles. Based on this parameter, the methods to improve the torsional rigidity of the pickup frame in all design spaces were evaluated. The adding bulkhead pair option offers the highest material efficiency ratio, but the potential for improving the torsional rigidity is limited. Conversely, increasing the part thickness and enlarging the closed sections on rails give higher torsion improvement potential, while the material efficiency ratio is much lower. Structural optimization combining adding bulkhead pairs and enlarging the rail sections was conducted to fully utilize the advantages of both rigidity improvement methods. And the results show higher material efficiency and more potential for rigidity improvement than each individual method. This material efficiency ratio proposed is valuable in vehicle development to evaluate the efficiency of a design change for lightweighting.
Liang, Jianyong, Powers, Jonathan, Stevens, Scott
Aerodynamic Investigation of Cooling Drag of a Production Pickup Truck Part 1: Test Results2018-01-07404/3/2018
The airflow that enters the front grille of a ground vehicle for the purpose of component cooling has a significant effect on aerodynamic drag. This drag component is commonly referred to as cooling drag, which denotes the difference in drag measured between open grille and closed grille conditions. When the front grille is closed, the airflow that would have entered the front grille is redirected around the body. This airflow is commonly referred to as cooling interference airflow. Consequently, cooling interference airflow can lead to differences in vehicle component drag; this component of cooling drag is known as cooling interference drag. One mechanism that has been commonly utilized to directly influence the cooling drag, by reducing the engine airflow, is active grille shutters (AGS). For certain driving conditions, the AGS system can restrict airflow from passing through the heat exchangers, which significantly reduces cooling drag. The difference in drag between the AGS vanes being open and closed is referred to as AGS drag. Another vehicle component that influences the cooling drag is chin spoilers. Chin spoilers are components that lie within cooling interference airflow paths for many vehicles and can be used/designed to affect cooling drag. This study focuses on the influence of the chin spoiler on cooling and AGS drag of a production-level F-150 in a wind tunnel test environment. The chin spoiler variables tested were height and curvature (sweep). All experiments were conducted in both stationary and moving ground wind tunnel conditions at 80 MPH between yaw angles of ±7°. In addition to overall vehicle drag coefficients, surface pressures at discrete locations and cooling pack airflow rates were measured to provide better insight into the internal and external airflow behavior. Ground and yaw conditions were shown to heavily influence chin spoiler design. Cooling and AGS drag were also strongly influenced by chin spoiler face height at 0° yaw; at higher angles of yaw this influence was lessened but was still present. Chin spoiler sweep was shown to have a significantly lesser (though non-negligible) impact than chin spoiler face height on all metrics in all conditions.
Larson, Levon, Woodiga, Sudesh
2018 Detroit auto show: Ford Ranger returns18AUTP02_132/1/2018
Ford has been content for years to allow other automakers to profit from midsize pickup trucks. When the company discontinued the compact Ranger in 2011, after a 27-year run, it was convinced buyers would transition to full-size trucks as the F-150 received a suite of new, fuel-efficient engines. However, the midsize market has grown 83% in the U.S., on the outright success of GM's Colorado and Canyon models and the ongoing popularity of Nissan Frontier and Toyota Tacoma. This spurred Ford planners to recognize demand for a more package-efficient and maneuverable truck option. So the Ranger returns in midsized form for 2019, bringing a bevy of new technology with it.
Borst, Matthew
2018 Detroit auto show: Achates Power OP engine begins real-world test phase18AUTP02_092/1/2018
In 2016, Achates Power received a $9 million award from the U.S. Dept. of Energy's ARPA-E program to develop its opposed-piston gasoline compression ignition (OPGCI) engine. Through Achates' recently-announced partnership with Aramco, the engine has entered the in-vehicle development phase and is now fitted to Ford F-150 demonstrators, revealed at the 2018 North American International Auto Show. The OP design aims to achieve fuel economy levels beyond regulatory requirements with lower emissions and cost, compared with current production engines.
Borst, Matthew
SUPPLIER EYE18AUTP01_071/1/2018
Learnings from a pivotal year At some point during the next decade, as they plot their business and technology roadmaps to 2030, industry planners will look back on 2017 as a watershed of events and trends that shaped the mobility future. Surprises, setbacks, distractions and lessons abounded. From a global perspective, the inflection of future emission regulations across the primary vehicle-making regions are substantively impacting decisions to integrate new technologies to reduce CO2. Europe and China are expected to maintain and possibly advance their implementation of stricter tailpipe regulations by the middle of next decade, while the U.S. reevaluates its Federal standards.
Robinet, Michael
Methodology for Virtual Analysis of the Dynamic Behavior of Parking Brake Cable Attached to Leaf Spring Suspension2017-36-012811/7/2017
Through computational dynamic simulations is possible to achieve high reliability index in the development of automotive components, thus reducing the time and component cost can generate significant levels of competitiveness and quality. This work suggests the validation of a methodology for simulation, able to predict and quantify the best design of the parking brake cable that although it is flexible, has in its structure composite elements of different mechanical properties. Known difficulty of mathematically predict nonlinear relationships deformation under forces and moments effect was first established, studies based on experimental measurements serve as input parameters for simulating the dynamic behavior of the flexible cable. With the aid of motion making use of NX9 CAD software, it was prepared the dynamic movement that the leaf spring suspension system does. Imposing lateral and vertical loads to the model construction, through a routine mapped by Cartesian coordinates, simulating the characteristic movement for light duty truck. Using the IPS (Industrial Path Solution) software for the construction of flexible model to be simulated, assigned the mechanical and geometrical properties of each component, as well as its static deflection captured experimentally in order to obtain virtually the real deformations in steady state, getting that the virtual static model accurately represents the experimental model. Finally, it was set to IPS the dynamic routine for suspension system, thus yielding the car cable behavior under certain circumstances, verifying the effectiveness of the component to the package requirements, avoiding undesired dynamic interferences and early degradation of flexible element.
Tognolli, André, Machado, Erica, Batista, Fabio, Mayer, Paulo, Silva, Jamilton, Utiyke, Fernando
Nomenclature - Wheels, Hubs, and Rims for Commercial VehiclesJ393_201710 (Historical)10/23/2017
This SAE Recommended Practice establishes uniform engineering nomenclature for wheels, hubs, rims, and their components used in truck, bus, and trailer applications. This nomenclature and accompanying drawings are intended to define functional truck wheel, hub, and rim designs. For nomenclature specific to “passenger-type” disc wheels, refer to SAE J1982. The International Standard (ISO) nomenclature is shown in parentheses when different than SAE J393.
Truck and Bus Wheel Committee
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