Delphi Automotive PLC is an automotive parts manufacturing company headquartered in Gillingham, Kent, UK. It is one of the world's largest automotive parts manufacturers and has approximately 161,000 employees, of whom around 5,000 are in the United States.With offices worldwide, the company operates 126 wholly owned manufacturing sites, and 15 technical centers across 32 countries. Wikipedia.
Delphi Corporation | Date: 2016-09-28
The present invention refers to an exchangeable crimping die insert for a crimping die for crimping electrical contact terminals to electrical cables. The exchangeable crimping die insert includes a first and second crimp profile integrated in one part, the first crimp profile having an essentially identical profiles with the second crimp profile. Furthermore, the exchangeable crimping die insert includes an indicator to differentiate the first crimp profile from the second crimp profile.
Delphi Corporation | Date: 2016-05-13
A transmit coil assembly configured to transmit two different alternating magnetic fields having different frequencies is provided. The transmit coil assembly includes a first transmit coil set configured to resonate within a first frequency range and a second transmit coil set configured to resonate within a second frequency range which is outside the first frequency range and at least ten times higher or lower than the first frequency range. The assembly also includes a ferrite element; and a housing formed of a conductive material in which the first transmit coil set, the second transmit coil set, and the ferrite element are disposed. The ferrite element is disposed intermediate the first transmit coil set and the housing and is configured to provide magnetic shielding substantially for the first transmit coil set.
Delphi Corporation | Date: 2016-08-22
The invention relates to a connector for motor vehicles. By means of the invention it is possible to cause a pawl and a detecting device the position of this pawl to interact so as to block the displacement of this detecting device when it is displaced from its delivery position into its use position and when the pawl protrudes due to incorrect positioning of a contact or a contact carrier module. To this end, the detecting device blocks the pawl, for example by said pawl being subjected to shear, in the position protruding between two surfaces of the detecting device.
Delphi Corporation | Date: 2017-03-08
The present invention relates to connector assembly comprising a connector housing (30), and an open sealing frame (10) including a sealing member (20). The sealing frame and sealing member are made of different materials. The connector housing comprises integrally formed locking means (33), which are adapted to lock the housing to the opening (40) in a panel, in particular of a panel of a door or body of a vehicle. The sealing member has at least two sealing surfaces (22a, 23a, 23b, 24a). When the connector assembly is mounted to the panel, one sealing surface (23b, 24a) is in sealing contact with an outer wall of the connector housing (30) and one other sealing surface (22a, 23a) is in sealing contact with the panel (40).
Agency: European Commission | Branch: H2020 | Program: MSCA-ITN-ETN | Phase: MSCA-ITN-2015-ETN | Award Amount: 3.90M | Year: 2015
Development of fuel injection equipment (FIE) able to reduce pollutant emissions from liquid-fueled transportation and power generation systems is a top industrial priority in order to meet the forthcoming EU 2020 emission legislations. However, design of new FIE is currently constrained by the incomplete physical understanding of complex micro-scale processes, such as in-nozzle cavitation, primary and secondary atomization. Unfortunately, todays computing power does not allow for an all-scale analysis of these processes. The proposed program aims to develop a large eddy simulation (LES) CFD model that will account for the influence of unresolved sub-grid-scale (SGS) processes to engineering scales at affordable computing time scales. The bridging parameter between SGS and macro-scales flow processes is the surface area generation/destruction occurring during fuel atomisation; relevant SGS closure models will be developed through tailored experiments and DNS and will be implemented into the LES model predicting the macroscopic spray development as function of the in-nozzle flow and surrounding air conditions. Validation of the new simulation tool, currently missing from todays state-of-the-art models, will be performed against new benchmark experimental data to be obtained as part of the programme, in addition to those provided by the industrial partners. This will demonstrate the applicability of the model as an engineering design tool suitable for IC engines, gas turbines, fuel burners and even rocket engine fuel injectors. The proposed research and training programme will be undertaken by 15ESRs funded by the EU and one ESR funded independently from an Australian partner; ESRs will be recruited/seconded by universities, research institutes and multinational fuel injection and combustion systems manufacturers that will represent in the best possible way the international, interdisciplinary and intersectoral requirements of the Marie Curie Action guidelines.
Agency: European Commission | Branch: H2020 | Program: MSCA-ITN-ETN | Phase: MSCA-ITN-2014-ETN | Award Amount: 3.94M | Year: 2015
Cavitation, described as the formation of vapour/gas bubbles of a flowing liquid in a region where the pressure of the liquid falls below its vapour pressure, often leads to vibration and damage of mechanical components, for example, bearings, fuel injectors, valves, propellers and rudders, impellers, pumps and hydro turbines. Cavitation erosion when experienced, normally leads to significant additional repair and maintenance costs or component replacement. Even if erosion problems can be avoided by design or operation, most often the performance of the systems is sub-optimal because countermeasures by design are needed to prevent cavitation problems. Despite the long-lasting problems associated with cavitation, computational models that could simulate cavitation and identify locations of erosion are still not thoroughly developed. The proposed interdisciplinary training and research programme aims to provide new experimental data and an open-source simulation tool for hydrodynamic cavitation and induced erosion. Insight into the detailed bubble collapse mechanism leading to surface erosion will be realised through DNS simulations, which are now feasible by the significant progress in fluid flow computational methods and parallel simulations. Information from such models will be implemented as sub-grid scale models of URANS and LES approaches, typically employed for cavitation simulation at engineering scales. Model validation will be performed against new advanced X-ray, laser diagnostics and high speed imaging measurements to be performed as part of this project. Application of the developed models to cases of industrial interest includes fuel injectors, marine propellers, hydro-turbines, pumps and mechanical heart valves. From this understanding the development of methodologies for design of cavitation-free or remedial measures and operation of devices suffering from cavitation erosion can then be established for the benefit of the relevant communities.
Agency: European Commission | Branch: H2020 | Program: IA | Phase: GV-3-2014 | Award Amount: 23.39M | Year: 2015
In order to realize sustainable mobility in Europe, both urban and long distance vehicles for road transport will have to be significantly more efficient by 2020\ and a considerable contribution will have to come from the energy efficiency improvement of the powertrain. Moreover, together with the progressive efficiency increase coming from the engine technology evolution, the use of Low-Carbon Alternative Fuels, such as Natural Gas, will play a fundamental role to accelerate the process of decarbonization of the transportation sector that in Europe is targeted for the 2050 time horizon. In this context, being well-known the benefits of the Natural Gas Vehicles adoption in Europe, this proposal aims to exploit the main benefits of gas-powered engines developing CNG-only, mono-fuel-engines able to comply with: post Euro 6 noxious emissions 2020\ CO2 emissions targets new homologation cycle and Real Driving conditions and simultaneously improving engine efficiency and vehicle performance also with regard to its CNG range capability. These engines, based on new combustion processes, require also dedicated technological solutions for: Innovative injection, ignition and boosting system concepts Advanced exhaust gas aftertreatment system Detecting the gas-quality and its composition The results obtained from the experimental activities on the demonstration vehicles and engines will be harmonized and analysed throughout a final overall assessment of the different approaches. The demonstrator vehicles will be assessed in terms of performance and emissions with regard to NEDC, WLTP and under real driving conditions. Moreover, the final assessment of the vehicles will be certified, as independent testing, by JRC (Joint Research Centre) which will carry out additional measurements in their own testing facilities both on chassis dyno and by means of PEMS (Portable Emissions Measurement System).
Agency: European Commission | Branch: H2020 | Program: IA | Phase: MG-3.1-2014 | Award Amount: 12.58M | Year: 2015
The overall objective of the REWARD project is to develop the knowhow, intellectual property rights and technical capabilities to adequately and cost-effectively produce cleaner, highly efficient Diesel powertrains and aftertreatment technologies for future cleaner class A, B, C, D and E passenger cars and light commercial vehicles (LCVs) up to 3,500 kg that go beyond Euro 6 limits under Real Driving conditions (EU6 RDE). All technologies: friction and wear reduction measures, exhaust gas treatment concepts, fuel-efficient 2-stroke and 4-stroke Diesel engine concepts will be advanced to TRL 6 or TRL 7 and integrated in three demonstration vehicles. A full calibration and assessment of the vehicles and underlying technologies will take place to proof: real driving emissions below upcoming Euro 6 limits, 25% friction reduction in the entire engine, a significant higher lifetime durability and a more than 5% improved overall fuel efficiency. The impact of the cost effectiveness and high yield producibility of the applications will also be demonstrated. Specific scientific and technical objectives, main innovations and targeted key results are: 1. To develop and demonstrate advanced exhaust gas treatment concepts and low emission technologies up to TRL 7 2. To develop and demonstrate advanced friction and wear reduction measures up to TRL 6/7 3. To develop and demonstrate advanced > 5% more fuel-efficient 0.7 l 2-stroke Diesel engines (TRL6) suited for class A/B passenger cars 4. To develop and demonstrate advanced > 5% more fuel-efficient 4-stroke Diesel engines (TRL7) suited for class B, C D and E passenger cars and LCVs REWARDs aim is to develop all key technologies up to TRL6 i.e. system/subsystem model or prototype demonstration in a relevant environment and to TRL7, i.e. system prototype demonstration in an operational environment. REWARD will also prepare a plan for a credible path to deliver the innovations to the market.
Agency: European Commission | Branch: H2020 | Program: CSA | Phase: ART-06-2016 | Award Amount: 3.00M | Year: 2016
Automated Road Transport (ART) is seen as one of the key technologies and major technological advancements influencing and shaping our future mobility and quality of life. The ART technology encompasses passenger cars, public transport vehicles, and urban and interurban freight transport and also extends to the road, IT and telecommunication infrastructure needed to guarantee safe and efficient operations of the vehicles. In this framework, CARTRE is accelerating development and deployment of automated road transport by increasing market and policy certainties. CARTRE supports the development of clearer and more consistent policies of EU Member States in collaboration with industry players ensuring that ART systems and services are compatible on a EU level and are deployed in a coherent way across Europe. CARTRE includes a joint stakeholders forum in order to coordinate and harmonise ART approaches at European and international level. CARTRE creates a solid knowledge base of all European activities, supports current activities and structures research outcomes by enablers and thematic areas. CARTRE involves more than 60 organisations to consolidate the current industry and policy fragmentation surrounding the development of ART.
Harwood Jr. H.J.,Delphi Corporation
Neuropharmacology | Year: 2012
Over the past decade and a half it has become increasingly clear that adipose tissue is a much more complex organ than was initially considered and that its metabolic functions extend well beyond the classical actions of thermoregulation and of storage and release of fatty acids. In fact, it is now well established that adipose tissue plays a critical role in maintenance of energy homeostasis through secretion of a large number of adipokines that interact with central as well as peripheral organs such as the brain, liver, pancreas, and skeletal muscle to control diverse processes, such as food intake, energy expenditure, carbohydrate and lipid metabolism, blood pressure, blood coagulation, and inflammation. While many of these adipokines are adipocyte-derived and have a variety of endocrine functions, others are produced by resident macrophages and interact in a paracrine fashion to control adipocyte metabolism. It is also abundantly clear that the dysregulation of adipokine secretion and action that occurs in obesity plays a fundamental role in the development of a variety of cardiometabolic disorders, including the metabolic syndrome, type 2 diabetes, inflammatory disorders, and vascular disorders, that ultimately lead to coronary heart disease. Described herein are the traditional as well as endocrine roles of adipose tissue in controlling energy metabolism and their dysregulation in obesity that leads to development of cardiometabolic disorders, with a focus on what is currently known regarding the characteristics and roles in both health and disease of the adipocyte-derived adipokines, adiponectin, leptin, resistin, and retinol binding protein 4, and the resident macrophage-derived adipokines, tumor necrosis factor-α and interleukin-6. This article is part of a Special Issue entitled 'Central Control of Food Intake'. © 2012 Elsevier Ltd. All rights reserved.