Research on Lightweighting of Key Components of Light Vehicle Drive Shafts

The Role of the Accident Investigator

The issues of utilization of vehicles at the end of their life cycle are the most important from the ecological point of view. Foreign experience in the field of utilization of vehicles also makes it possible to talk about the economic efficiency of this industry, but in order to achieve high results it is necessary to take into account the requirements for recycling at the early stages of product design. This article analyzes the domestic recycling industry. The main barriers in the field of utilization of commercial vehicles have been identified. A methodology for designing light commercial vehicles (LCA) is proposed, which satisfies the utilization rates. A design algorithm is proposed to take into account the requirements of engineering analysis and economic feasibility, which ensures product orientation for recycling. Calculation of recycling indicators based on a complete set of information on vehicle components is given. Dismantling of vehicle components as a key process in the utilization structure is considered. A comparative evaluation of the efficiency of dismantling of plastic products of GAZ Group commercial vehicles was carried out.

As transportation is an activity derived from spatial complementarities between a certain supply at an origin and a certain demand at a destination, according to a general axiom it seems that economic activities entail transport de-mand. In this perspective, an essential analysis deals with the quantification of the relationships between transport demand and certain socioeconomic variables. Elasticity is a concept widely used in transport economics as a measure of the responsiveness of transport demand concerning different factors represented as independent variables in an econometric model and coupling/decoupling concepts have been proposed in literature. This paper deals with the estimation of elasticities of motorway traffic demand based on Gross Value Added (GVA), and the consequent investiga-tion of coupling/decoupling situation. The analysis is based on the application of an Autoregressive-Distributed Lag (ARDL) cointegration model with the F-bound test and of the related Error Correction model. Starting from the general ARDL model and the methodology for the verification of its robustness, the same model is applied to the Italian toll road network. The time series of GVA for goods and services and the overall length of the toll network from 1995 to 2019 are considered as explanatory variables of the total annual distance traveled by light and heavy vehicles. The various tests in the ARDL framework show a cointegration between the variables, under the fulfillment of all the diag-nostic requirements. In this way, the long-term elasticities and the short-term adjustment dynamics are estimated sepa-rately for the goods and services components of GVA, and light and heavy vehicles. Starting from stable estimates of elasticities, the long-term coupling and decoupling effects between motorway traffic of light and heavy vehicles and the national production of goods and services can be shown. The paper, as well as providing an updated picture of the Italian situation, identifies a methodological framework that can be transferred to other contexts for a sector of great interest to investors, such as the motorway sector. All this can be useful to meet the needs of numerous stakeholders, who want to deepen the links between the economic cycle and traffic demand on toll motorways.

Light and Heavy Vehicle Technology, Fourth Edition, provides a complete text and reference to the design, construction and operation of the many and varied components of modern motor vehicles, including the knowledge needed to service and repair them. This book provides incomparable coverage of both cars and heavier vehicles, featuring over 1000 illustrations.This new edition has been brought fully up to date with modern practices and designs, whilst maintaining the information needed to deal with older vehicles. Two entirely new sections of the book provide a topical introduction to alternative power sources and fuels, and battery-electric, hybrid and fuel-cell vehicles. More information on the latest developments in fuel injection, diesel engines and transmissions has also been added. An expanded list of technical abbreviations now contains over 200 entries – a useful resource for professional technicians in their day-to-day work.This book is an essential textbook for all students of automotive engineering, particularly on IMI / C&G 4000 series and BTEC courses and provides all the underpinning knowledge required for NVQs to level 3. By bridging the gap between basic and more advanced treatments of the subject, it also acts as a useful source of information for experienced technicians and technically minded motorists, and will help them to improve their knowledge and skills.

The present study contains a detailed analysis of the road load of a vehicle, the single road load components and their most important influencing factors. Furthermore, two different methods are described in detail, which are allowed by law. The first method uses coastdown runs on a proving ground, to determine the road load of a vehicle. This method is called coastdown method. However, the result quality using this method strongly depends on environmental influencing factors, but also on the road surface conditions. With the inception of WLTP (Worldwide harmonized Light vehicles Test Procedures) in September 2017, it is now possible for the first time to determine the vehicle road load using the so-called wind tunnel method. According to this method, the aerodynamic drag is measured in the wind tunnel and the remaining components are determined using a flat belt dynamometer. At the beginning of this study, the flat belt dynamometer of the BMW Group was just in commissioning. Therefore, the test procedure and the influencing factors on the determined road load, such as test bench temperature, vehicle position at the test bench, tyre inflation pressure and the additional airstream of the cooling fan, are initially investigated in detail. Due to this analysis, it was found that an additional correction factor is necessary for the wind tunnel method, to simulate the road load existing on a real road. Therefore, the so-called wind tunnel method extended was developed, which contains a further rolling resistance correction factor to simulate this. Moreover, Untermaierhofer, Petz and Vogeler developed a measurement method which enables the separation of the measurement result of the flat belt dynamometer into its two components rolling resistance and drivetrain losses with one single measurement using a custom-built torque meter. Thus, this method can be used to analyze and develop different vehicle components in vehicle installation position with the flat belt dynamometer in more detail. Furthermore, the possibility to determine the total road load of a vehicle in a wind tunnel was investigated. With the newly developed AEROLAB method it is possible to determine the road load of a vehicle excluding the residual brake forces using the AEROLAB wind tunnel of the BMW Group. In this study, the missing residual brake forces are determined using the flat belt dynamometer. It is shown that, in contrast to the wind tunnel method, no further correction factor is necessary using the AEROLAB method, to simulate the absolute value of the vehicle road load determined by the coastdown method on a proving ground. It is pointed out that mainly the lower tyre tread temperatures and transmission oil temperatures as well as an additional wheel ventilation resistance are responsible for the higher road load measured with the AEROLAB method. The measurement of the missing residual brake forces in the wind tunnel is not possible at present, because extensive constructional measures would be necessary initially. If these were implemented, it would be possible to determine the total road load of a vehicle under laboratory conditions at one single test bench for the first time. From a business perspective, using this method represents a potential to reduce test bench and proving ground booking times as well as vehicle transportation. The total analysis of the road load determination according to these methods is completed with an error calculation using GUM (Guide to the expression of Uncertainty in Measurement).

<div class="section abstract"><div class="htmlview paragraph">Hardware-in-the-Loop is a common and established testing method for automotive developments in order to study interactions between different vehicle components during early development phases. Hardware-in-the-Loop setups have successfully been utilized within several development programs for conventional and electrified powertrains already. However, there is a particular shortage of studies focusing on the development of inverter controls utilizing Hardware-in-the-Loop tests. This contribution shall provide a first step toward closing this gap. In this article, inverter controls with different pulse width modulations for varying modulation index are studied at a Hardware-in-the-Loop setup. Thereto, the inverter control for an interior permanent magnet synchronous machine is developed utilizing space vector pulse width modulation with overmodulation. The starting point for the inverter control implementation includes power and loss analyses for the power electronic inverter as well as for the interior permanent magnet synchronous machine at a laboratory test bench. Comparing space vector pulse width modulation with and without overmodulation, it is determined that the system losses are reduced by 9 % and the power is increased by 8 %, which verifies the performance improvement by applying overmodulation. In addition, a real-time vehicle dynamics simulation of a battery operated electric powertrain is developed. The required driving resistance parameters for the vehicle dynamics simulation are verified based on defined vehicle coast down test results. The vehicle dynamics simulation is combined with the inverter control and the test bench components to a Hardware-in-the-Loop setup complying with real-time conditions. The power of the interior permanent magnet synchronous machine is increased by virtual scaling of its active length, which demonstrates the testing variability of the Hardware-in-the-Loop setup. This modified electric powertrain and the newly developed inverter control are tested in the class 3 worldwide harmonized light vehicles test cycle. The interactions between the inverter control and the electric powertrain are analyzed and the results are discussed. Moreover, the Hardware-in-the-Loop methodology’s ability to accelerate the development process for automotive applications is demonstrated.</div></div>

The increase exigency of mobility, and consequent the fall down effect on the global pollution due to the use of chemical propellant propulsion has rise the attention of the international community on the pollution free alternative. The paper addresses the main components of modern electric vehicles and the design of a light electric vehicle (LEV) for middle range use. Industrial considerations about the exigency of dedicated infrastructure for introducing electric vehicles in large scales are reported with reference to the MES-DEA experience. A detailed description of the main characteristic of the fuel cell suited for LEV application are given. Experimental results of a full test of compliance for a PEM fuel cell optimized for LEV application are reported .

The core component of the light hybrid vehicle is the hybrid power system. According to the structure characteristics and working process of a light hybrid vehicle, the development program of the testing system has been put forward in this paper. CAN bus and the modular design idea have been adopted in the test system. The system is divided into dynamometer module, motor module, battery module, load simulation module and PC management system, etc. The performance of the key components is tested through two kinds of standard and the pattern of custom. The control of data recording and processing and output test results are completed by the management system.

The paper focuses on issues related to selected automotive brakes with the aim of applying the proposed methodology to other structural systems of this type. The main aim of the paper is to identify the factors that differentiate the course of wear and occurrence of a fault in brake system components of passenger cars and light commercial vehicles during the warranty service period. The following methods were used in this study: systematic literature review, process analysis, and descriptive and inferential statistics, including analysis of variance and multiple classification analysis. As a result of an analysis of 295 brake system repairs, six differentiating factors that allowed for ex post analysis of the repairs were identified. An analysis of the interaction of these factors made it possible to distinguish three groups of motor vehicles depending on the cause of failure of the braking system. Based on the data generated in the warranty process, it is possible to determine the factors that differentiate the occurrence of a fault and the course of brake disc and pad wear.

SummaryAs power factor correction rectifiers play a key component of electric vehicle (EV) battery charger, the advancements in designing of improved power quality‐based EV charger become more significant in modern era. This article exposes a single‐stage bridgeless isolated positive output (BIPO) Cuk PFC converter with a noninverted output signal. The input diode rectifier present at the input is redeemed by the bridgeless topology that eliminates the serious power quality (PQ) issues and proffers the eminent charging solution for the light electric vehicles (LEV). Unlike the conventional Cuk converter, the noninverted outcome of the BIPO converter does not require a separate amplifier for converting negative to positive output voltage. The preferred charger utilizes a single voltage and current sensor to synchronize the battery charging control in the constant current (CC) and constant voltage (CV) phases of charging. Therefore, the converter encompasses intrinsic zero current switching (ZCS) and offers low‐cost solution to the charger with reduced control complexities. The extensive state space approach is executed to analyze the marginal stability of the presented system. Moreover, the detailed loss modeling is addressed to show the charger's efficacy curve at the standard conditions. A hardware prototype of 350 W, 60 V/4 A charger is implemented to validate its steady‐state and dynamic performance.

This paper presents the modelling, design and power management of a hybrid energy storage system for a three-wheeled light electric vehicle under Indian driving conditions. The hybrid energy storage system described in this paper is characterized by effective coupling of Li-ion battery (primary energy source) and ultracapacitor (auxiliary source) interfaced with an efficient bi-directional converter. A design methodology related to vehicle modelling, choice of motor rating, converter design, sizing of Li-ion battery and ultracapacitor pack for the Indian driving cycle are presented. An improved real-time power-split management control strategy is proposed for proper power flow control of the hybrid energy storage system under various operating modes. The hybridized energy storage system with proposed control strategy improves the life of the battery and helps in effective utilization of the ultracapacitor. Furthermore, a relative comparison of the hybrid energy storage system with the battery energy storage system based on battery parameters and capital cost is also presented. Simulations are carried out in MATLAB/Simulink environment to verify the effectiveness of the proposed control strategy with modelled system components of three-wheeled light electric vehicle. A downscaled experimental prototype is built to validate the power-split between hybrid energy storage systems.

Analysis of kinematic systems, final-drive designs, and the characteristics of the components permits the development of a method of selecting the gear ratio of the final drive and computer calculation of the strength of its components in a light caterpillar vehicle as a function of the gear ratio of the final drive and the speed of its components. A method is developed for assessing the calculations in terms of the basic strength parameters, so as to ensure rapid calculations with changes in the components, materials, speeds, and loads.

Hybrid electric vehicles (HEV) are considered as the alternative propulsion systems. In the hybrid systems electrical storage component is the key element. Because size and weight of the battery defines the cost and performance of the overall system. Another major component of a hybrid system is the fuel cell system consisted of a fuel cell stack, a membrane humidifier and hydrogen storage canisters. The power management system (PMS) is a critical component of hybrid electric vehicles. The purpose of the PMS is to maintain the safety and reliability of the battery, state monitoring and evaluation, charge control, and cell balancing. Three light electric vehicles (LEV) equipped a fuel cell-battery hybrid power system have reviewed in the present work. The hybrid power systems reviewed have consisted of a proton exchange membrane (PEM) fuel cell, a lithium battery and a power management unit. They are “Buddy El-Jet Hybrid Vehicle” from Toyota, “Hydrogen–Electric Hybrid Microcab H2EV Vehicle” tested at CABLED project in England and “Norwegian Buddy El-Jet Hybrid System”.

This paper will discuss how urban dispersion (sprawl) is a reality, however unplanned it may be. Its supporters advocate contact with nature, space and intimacy, however disadvantages include land consumption, public infrastructure and mobility costs and housing prices. The Research Project “Costs and Benefits of Urban Dispersion on a local scale” seeks to contribute to the debate with an objective approach based on the quantification of costs, externalities and benefits of different urban settlement patterns. This paper presents one of the Project’s tasks, the one concerning mobility costs, including externalities. Quantified costs include investment, inspection, insurance, energy and maintenance, as well as external social and environmental costs for road transport, the most significant transport mode operating on a local scale. Different methods are combined depending on available data sources in order to achieve figures for each of the cost components per vehicle-km, ton-km and passenger-km at prices of 2005. Preliminary results for direct costs suggest that in light vehicles investment costs are responsible for the largest share of the totals, while energy costs are the most relevant cost component in heavy vehicles. Heavy duty passenger transport is significantly more expensive than their counterparts. Externalities may mount up to around half of the total costs for some road vehicles.

Automatic modelling and verification of Autosar architectures