Automotive development system

Keywords Product concepts Automotive development system Simultaneous engineering System landscape of engineering IT Semantic nets Service orientated architecture Code of PLM openness ISO 10303-242 ISO 14306 Knowledge based design... 

The concept of an automotive development system is oriented to the internationally known principles of project management, often represented by the international Project Management Institute (PMI) [9]. Main properties of these systems are ... 

A recently developed drying appHcation for zeoHtes is the prevention of corrosion in mufflers (52,55). Internal corrosion in mufflers is caused primarily by the condensation of water and acid as the system cools. A unique UOP zeoHte adsorption system takes advantage of the natural thermal cycling of an automotive exhaust system to desorb the water and acid precursors. 

A variety of thermosetting resins are used in SMC. Polyesters represent the most volume and are available in systems that provide low shrinkage and low surface profile by means of special additives. Class A automotive surface requirements have resulted in the development of sophisticated systems that commercially produce auto body panels that can be taken direcdy from the mold and processed through standard automotive painting systems, without additional surface finishing. Vinyl ester and epoxy resins (qv) are also used in SMC for more stmcturaHy demanding appHcations. 

In addition, the copper industry s market development activities have resulted in appHcations such as clad ship hulls, sheathing for offshore platforms, automotive electrical systems including electric vehicles, improved automobde radiators, solar energy, fire sprinkler systems, parts for fusion reactors, semiconductor lead frames, shape memory alloys, and superconducting ceramics (qv) containing copper oxides. 

The effect of alkali addition on the adsorption of NO on metal surfaces is of great importance due to the need of development of efficient catalysts for NO reduction in stationary and automotive exhaust systems. Similar to CO, NO always behaves as an electron acceptor in presence of alkalis. 

Ethanol is widely acknowledged to be less aggressive toward metals and elastomers than methanol, but little research and development has been devoted to the specific problems posed by ethanol. Ethanol typically has more water in it than methanol (an artifact of production) which may affect solubility of contaminants and corrosion potential. One ethanol contaminant that can arise from production is acetic acid, which is water-soluble and will corrode some automotive fuel system components. For instance, General Motors found that E85 caused more corrosion in fuel pumps than M85, presumably because of a higher level of dissolved contaminants [3.2]. Since much more development has been devoted to compatibility with methanol fuels, the general approach for ethanol has been to use materials developed for methanol, even though they may be over-engineered. ... 

Hydrogen and fuel cells are means to other ends. Based on the image of the future we develop here, we foresee two problems in achieving those ends. The first is our ability to capture collective benefits. This problem is not specific to FCVs. The second is how (or whether) to market collective benefits of new automotive energy systems. This may also not be specific to FCVs but does point to a need for reanalysis of the likely environmental and geopolitical impacts of both FCVs and their likely competitors. We address this in the following section. 

Outlandish as it may seem, a new scheme has been proposed to turn automobiles into air purifiers, devouring the pollutants ozone and carbon monoxide. BASF, an Iselin, New Jersey, company that specializes in the manufacture of catalytic converters for automotive exhaust systems, has developed a catalyst that decomposes ozone to oxygen and converts carbon monoxide to carbon dioxide. BASF proposes to paint the catalyst on automobile... 

Some catalysts developed for this reaction are reasonably effective under the grueling conditions in automotive exhaust systems. Nevertheless, scientists and engineers are continuously searching for new materials that provide even more effective catalysis of the decomposition of nitrogen oxides. 

Carpet Original floor coverings were durable rubber mats. Once the closed cars were developed, other materials were evaluated for use. Initially natural fiber matting was used, but as synthetic materials came onto the market, they replaced the natural materials. This started in the 1950s with tufted rayon [9]. Soon rayon was replaced by nylon, a particularly durable plastic that has remained the material of choice in modem automotive carpet systems. 

Arkema has developed a conductive polyamide-11 called Risan M-BESN P 212 CTL, specifically to meet the automotive fuel system specification SAE J2260. The company says that it is the world s first polyamide 11 grade to achieve a surface resistivity below 10 ohms, as... 

Find et al. [25] developed a nickel-based catalyst for methane steam reforming. As material for the microstructured plates, AluchromY steel, which is an FeCrAl alloy, was applied. This alloy forms a thin layer of alumina on its surface, which is less than 1 tm thick. This layer was used as an adhesion interface for the catalyst, a method which is also used in automotive exhaust systems based on metallic monoliths. Its formation was achieved by thermal treatment of microstructured plates for 4h at 1000 °C. The catalyst itself was based on a nickel spinel (NiAl204), which stabUizes the catalyst structure. The sol-gel technique was then used to coat the plates with the catalyst slurry. Good catalyst adhesion was proven by mechanical stress and thermal shock tests. Catalyst testing was performed in packed beds at a S/C ratio of 3 and reaction temperatures between 527 and 750 °C. The feed was composed of 12.5 vol.% methane and 37.5 vol.% steam balance argon. At a reaction temperature of 700°C and 32 h space velocity, conversion dose to the thermodynamic equilibrium could be achieved. During 96 h of operation the catalyst showed no detectable deactivation, which was not the case for a commercial nickel catalyst serving as a base for comparison. 

In order to apply SE without restrictions, standards are necessary for instance for model exchange or for enabling reuse or integration of components in third parties architectures. Therefore, the automotive open system architeemre (AUTOSAR) specification has been elaborated for appliance by some companies that develop complex products (e.g. car makers, developers of engine control units, car software, development tools and microcontrollers) [53]. 

Each automotive manufacturer has their specific development system and the details of this system depend on past experiences, product variety, and company culture. Respecting the tendency described (Sect. 21.2.1), it is requested to distinguish between the development of a new architecture of a new model family or an extension of such an architecture. The number of defined milestones also differs from OEM to OEM (Fig. 21.4). 

As discussed in the "Chemistry at Work" box in Section 14.7, one of the goals of automotive catalytic converters is to achieve the rapid conversion of NO to N2 and O2 at the temperature of the exhaust gas. Some catalysts for this reaction have been developed that are reasonably effective under the grueling conditions found in automotive exhaust systems. Nevertheless, scientists and engineers are continually searching for new materials that provide even more effective catalysis of the decomposition of nitrogen oxides. 

The course mainly focuses on developing the student s ability to analyze the electronics systans in present-day automobiles and their specific requiranents to become acquainted with the new appUcations that are being developed for future automobiles. To cater to these objectives, the course contents were framed by considering the inputs of various automotive industries like KPIT Cummins, RBEI, and ARM Limited. The contents included both the basic topics like automotive mechanical systems and advanced topics like automotive communication protocols and automotive open system architecture (AUTOSAR) with the equal weightage to hardware and software concepts. 

The development of a methanol fuel processor prototype was described by Hdhlein et al. [556]. The methanol burner dedicated to this system has been described in Section 7.5. Later, a complete methanol reformer was developed by Wiese et al. [154]. It was operated at a S/C ratio of 1.5 and a pressure of 3.8 bar. The feed was evaporated and superheated to 280 °C. The reformer itself consisted of four pairs of concentric stainless steel tubes. In the annular gap between the tubes, steam was condensed at 65 bar and 280 °C for the heat supply, while the inner tube carried the copper/zinc oxide catalyst for steam reforming. The reformer response time to a load change from 40 to 100% was about 25 s, which was mainly attributed to the slow dynamics of the dosing pump. Because the dynamic behaviour of the reformer was too slow for an automotive drive system, which had been the target appUcation of the work, an additional gas storage system was considered. To improve the system dynamics, Peters et al. considered the application of microreactor technology for a subsequent improved fuel processor [569]. 

At such a high degree of complexity of modern exhaust after treatment systems, modeling and simulation of the catalyst performances play an important role as part of the total system simulation in the automotive development process. The processes occurring on the SCR catalysts are already well understood and modeled [6-12], whereas this is not the case for the ASC, for which only a few literature surveys exist [2, 3, 13-15]. Scheuer et al. [3] presented a mechanistic kinetic model for ammonia oxidation over a PGM catalyst. Such a model was derived from previous literature works [16, 17] and includes the following reactions NH3, O2 and NO adsorption/desorption from the catalytic sites, NH3 activation and N2, NO and N2O formation, with the last three species being the main NH3 oxidation products. The model consists thus of seven reactions that are assumed to proceed... 

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