Sherif K.,Linz Center of Mechatronics |
Witteveen W.,Magna Powertrain |
Puchner K.,Magna Powertrain |
Irschik H.,Johannes Kepler University |
Irschik H.,Institute of Technical Mechanics
AIAA Journal | Year: 2010
The present paper modifies and extends the recently developed equivalent static load method for the optimization of dynamically loaded linear elastic finite element systems with a huge number of degrees of freedom. In the equivalent static load method, dynamic loads have been transformed into equivalent static loads. This leads to an equivalent static response optimization with multiple loading conditions instead of a dynamic optimization problem. In the present paper, the equivalent static load algorithm is modified and extended by introducing a fatigue analysis in the iterative optimization procedure, where damage is used as suitable termination criterion of the iteration, as well as for the determination of a single and meaningful equivalent static load that leads to maximal damage in the structure. During the evolution process the structure is systematically stiffened by using the solid isotropic microstructure with penalization approach until a user-defined damage level is reached. Three standard examples from literature and an industrial application with a large number of degrees of freedom (600,000) demonstrate the computational efficiency of the proposed method. Copyright © 2010.
Pan Z.,University of Waterloo |
Zhang W.,University of Waterloo |
Kowalski A.,Magna Powertrain |
Zhao B.,University of Waterloo
Langmuir | Year: 2015
The relationship between the oleophobicity of micropatterned surfaces and the reduction of oil adhesion at low temperatures was explored by using siloxane elastomer surfaces as a model system. Polydimethylsiloxane (PDMS) surfaces were fabricated with varying oleophobicity from oleophilic to superoleophobic by combing the blending of trichloro(1H,1H,2H,2H-perfluorooctyl)silane (FDTS) into PDMS with the construction of bioinspired micropillars. The oil contact angles of micropillars were >130°, with the largest contact angle measured to be 146°. The micropillared surface showed remarkable self-cleaning properties; the contact angle hysteresis was <15°. The transparent oil droplets on PDMS surfaces of varied oleophobicity were frozen into a white-colored solid at -25 °C with the aid of a cooling system. Adhesion forces of the frozen oil droplets were obtained from the knock-off tests, showing that the adhesion forces dropped with the increased oleophobicity. The largest adhesion force was observed on the oleophilic flat surface, while the lowest adhesion force was on the highest oleophobic micropillared surface. The relative effectiveness of chemical and physical modifications on adhesion strength reduction was studied in terms of FDTS and micropillars, respectively. The results showed that a reduction of adhesion strength by 4% was reached by blending FDTS into flat PDMS, while a much more pronounced reduction of frozen oil adhesion strength by 60% was achieved by blending FDTS into PDMS micropillars; these results suggested a possible synergic effect of the FDTS chemistry and micropillar on the reduction of adhesion strength of frozen oil droplets. © 2015 American Chemical Society.
Rathberger C.,Engineering Center Steyr GmbH and |
Stroh C.M.,Magna Powertrain |
Lichtenberger A.,Engineering Center Steyr GmbH and
SAE International Journal of Alternative Powertrains | Year: 2013
In order to provide efficient thermal management for an electric vehicle, the development of the cooling and conditioning system has to start early on in the overall product development cycle. This means that the first simulation models have to make do with relatively few actual data, mostly based on concepts and design studies. Accordingly the possible results are mainly useable for early on feasibility assessments. With more data and more details available, these simulation models gradually evolve, until in the end the overall cooling system is modeled with a relatively high level of detail. This allows e.g. transient analysis of warm-up or cool-down runs, simulation of driving cycles, implementation and optimization of control strategies. Although this basic workflow is true both for ICE and electric vehicles, for the latter specific topics like battery thermal management and HVAC integration add to the overall complexity. Especially the electric battery with its strong temperature constraints and its complex internal structure normally requires several modeling steps with increasing levels of detail during the development process. We want to discuss: Which data is required for different complexity levels of EV cooling system models? Which conclusions can be drawn from the different models and how do they influence the overall development process? How can continuous evolution of one simulation model during the product development cycle contribute to stable workflows? Copyright © 2013 SAE International.
Magna Powertrain | Date: 2013-08-22
A pump comprising a housing having a first cavity and a second cavity, where the first cavity has a first motor and a pump element located therein. The first cavity is also connected to an external gear connected to the outside of the housing for receiving rotation power from a vehicle engine. The second cavity has a second motor that selectively connects to the pump element in the first cavity to provide toque.
Magna International Inc has completed its acquisition of the Getrag group of companies, a supplier of automotive transmissions. In particular, Getrag is a leader in the market for dual-clutch transmissions (DCTs), a segment which is expected to experience high growth globally over the next decade. Getrag has an 80-year history in transmissions and technology, offering a range of transmission systems including manual, automated-manual, dual-clutch, hybrid and other advanced systems. ‘Expanding our business to provide complete powertrain solutions has been a strategic priority for us,’ said Jake Hirsch, Magna Powertrain president. ‘We believe that Getrag is an excellent fit in terms of product, technology, footprint, customers and people and look forward to working together to continue building on their history of innovation.’ ‘Under Magna's ownership, Getrag is well positioned to become even stronger,’ said Getrag CEO Mihir Kotecha. ‘I expect that the combined businesses will be even better positioned to realize opportunities being created in the powertrain segment by the need for improved fuel efficiency and reduced carbon emissions.’ This story uses material from Magna International, with editorial changes made by Materials Today. The views expressed in this article do not necessarily represent those of Elsevier.