Avl Powertrain Engineering | Date: 2015-09-03
A fuel injector is provided and includes an injector body having a first longitudinally extending chamber. The injector body has a first intake port, a second intake port, and at least one fuel injection port. The first intake port provides a first fluid to the first longitudinally extending chamber, the second intake port provides a second fluid to the first longitudinally extending chamber, and the at least one fuel injection port discharges the first and second fluids from the first longitudinally extending chamber.
Agency: GTR | Branch: Innovate UK | Program: | Phase: Feasibility Study | Award Amount: 111.20K | Year: 2016
Vehicle emission regulations are becoming increasingly more stringent. A new EU directive becomes effective in September 2017, mandating that vehicles are tested under real-world driving conditions to measure their emissions. AVL’s optimal energy management strategy for connected vehicles with electrified powertrains will contribute to the reduction of CO2 and NOx emissions in the real world. The proposed technology optimises the energy management by accurately predicting the vehicle’s future speed and by taking into account available and up-to-date information on GPS position and planned route, traffic and driver behaviour. The novelty of this technology is partly in the use of the optimisation algorithm (dynamic programming) which will lead to the global optimal solution when accurate information is available and in the multivariable optimisation that reduces both CO2 and NOx at the same time. AVL’s solution will help reduce emissions in urban areas, will offer reduced fuel costs for drivers and will enable OEMs to meet future emission targets and avoid increasing fines by the regulators.
Agency: GTR | Branch: Innovate UK | Program: | Phase: Collaborative Research & Development | Award Amount: 492.30K | Year: 2015
In todays competitive market, Automotive Manufacturers and Suppliers must achieve faster time to market as well as improved quality and reliability. Additionally they must satisfy customer and regulatory demand for greater powertrain efficiency and refinement. Product development and design must be optimised and verified with limited number of available physical prototypes. This means much of the electronic control systems testing and verification must be carried out automatically through mathematical modelling and simulation. These models must cover multiple physical domains such as Mechanical, Electrical, Hydraulic and Thermal and satisfy sufficient accuracy to replace the real prototype. To validate the functional requirements of the real electronic control systems with embedded software one has to simulate these models in ‘real-time’, i.e. the responses of the model must have the same profile and take the same amount of time as the real system. MOdel-based Real-time Systems Engineering (MORSE) project tries to address some of the challenges in this approach, particularly the trade-off between accuracy and real-time capability of the generated models.
Avl Powertrain Engineering | Date: 2015-08-05
A torque converter for coupling an engine to a manual transmission and a method of controlling the same are provided. The torque converter includes a housing rotating with the engine, a cover abutting the housing, a stator, a pump circulating fluid within the torque converter, and a turbine driven by the circulating fluid. An integrated disconnect clutch controls pump speed and a torsional damper attenuates vibrations transmitted through the housing. A first output shaft is coupled with the turbine and drives a first forward gear of the manual transmission while permitting slip. A second output shaft is coupled with the torsional damper, the integrated disconnect clutch, and the pump and drives at least one other forward gear of the manual transmission without slip. An output connection member rotatably couples the pump with the torsional damper, the integrated disconnect clutch, and the second output shaft.
Avl Powertrain Engineering | Date: 2015-07-21
A turbocharger apparatus of an internal combustion engine and method of controlling the same is provided with electrically coupled fully variable turbo-compound capability. The turbocharger includes an exhaust gas turbine and an intake air compressor. A first electric machine coupled to the engine generates electricity and adds power to an output shaft of the engine depending on electricity flow to and from the first electric machine. A second electric machine coupled to the turbine and/or the compressor generates electricity and drives the turbine and/or the compressor depending on electricity flow between the first and the second electric machines. A planetary gearset connects the turbine, the compressor, and the second electric machine, and varies rotational speeds of the turbine, the compressor, and the second electric machine depending on electricity flow between the first and second electric machines to maximize efficiency and power of the engine.