Design Methods for Improved Efficiency in Engine Install and Instrumentation Process

<div class="htmlview paragraph">The search for improvements in fuel economy, specific power, exhaust emissions and refinement leads to an increasing number of experimental variables and flexibility in their operating strategy. This makes identification of optimum settings and robust solutions more demanding. New test and analysis techniques are required to identify underlying trends and sensitivities in order to determine, with some confidence, the technical and commercial benefits of changes to one or more parameters. Greater emphasis on experimental design will therefore be essential for any engine research and development programme.</div> <div class="htmlview paragraph">Design of experiments (DoE) techniques have been widely used for identifying optimum settings. Traditional experimental designs can be improved by including engineering knowledge more directly into the design process and by providing information on a continuous basis during the test programme.</div> <div class="htmlview paragraph">This paper explores the potential of Bayesian methods in engine Research and Development testing. By employing Bayesian methods, it is possible to define a prior model and update the model as test data become available. This makes it possible to build and interrogate the model earlier in the test programme. The model can then be used to identify the best settings and plan further test work.</div> <div class="htmlview paragraph">Examples are given to illustrate ways for collecting and using the required engineering knowledge, alternative criteria for selecting the test points and some Bayesian analysis tools.</div>

<div class="htmlview paragraph">This report describes the possibility of quantitative analysis of Schlieren photographs as an internal combustion engine diagnostic.</div> <div class="htmlview paragraph">Using a recently developed photographic analysis system, it was attempted to analyze Schlieren photographs. Results showed simple integration calculations produced significant distortion in the analyzed results. To eliminate the distortion, some correction techniques were developed in this research. Accuracy of the analyzed results were evaluated roughly with uncertainty analysis. The results showed that this analysis technique can be one of the approximate diagnostics for the measurement of fuel vapor and density distribution in internal combustion engine research.</div> <div class="htmlview paragraph"><b>SCHLIEREN</b> photography is one of the most popular visualization techniques in the research of internal combustion engines. Although the photographs have density information in themselves, they are used mainly for the purpose of qualitative visualization. The objective of this research is to develop a quantitative analysis of Schlieren photographs for internal combustion engine research.</div> <div class="htmlview paragraph">One important parameter in engine research, for example, is the air entrainment in fuel jet vapor. Its measurement has previously been possible by gas sampling, laser holography, or laser Raman spectroscopy. The gas sampling method provides only point data, and the laser methods are very sensitive to vibration or optical settings. With this present Schlieren photographic analysis technique, it will be possible to measure instantaneously the whole space of the density field with a very simple optical system which is commonly used in engine research. Lakshminarayan and Dent(<span class="xref">1</span>)<span class="xref">*</span> analyzed interferometric photographs of jet sprays impinging on a wall. A major part of their (analysis method involved the counting of fringes which are sometimes difficult to distinguish in photographs. Nishida et al.(<span class="xref">2</span>)(<span class="xref">3</span>) analyzed Schlieren photographs reconstructed from laser holograms of jet vapor. However, they did not refer to the accuracy of the results.</div> <div class="htmlview paragraph">This report describes the background of the quantitative analysis and shows some analyzed results. The analysis was made for a CO2 jet injected into air. The Schlieren photographs were analyzed by an image processor and a personal computer.</div> <div class="htmlview paragraph">The results showed that the elimination of integrated error due to non-uniform background level was one of the most important parameters to be considered. In this study, a correction method is shown to determine the non-uniform background level and also to improve the accuracy of the results. This report also describes analyzed results for transient free jets and wall-impinging jets, which were compared with experimental results.</div>

<div class="htmlview paragraph"><b>T</b>HE PAPER urges united cooperation instead of the present division of responsibility between the engine designer and the airplane designer in the installation of aircraft engines. The tubular rings upon which engines are commonly mounted are usually supported by structural members that are welded to the ring and attached to the fuselage at the four longitudinals. Inaccuracy is common in these structures, and many of them lack sufficient stiffness.</div> <div class="htmlview paragraph">Gravity gasoline-feed is recommended for its simplicity, provided the pressure head required by the carbureter can be secured, but the author reports having seen an installation in which the engine would operate so long as the airplane had its tail on the ground, yet the engine would die as soon as the tail was raised during a take-off. The use of gasoline-resisting rubber-hose with metal liners and the avoidance of sharp bends are recommended for the gasoline connections. A strainer of ample capacity with an accessible drain should be located near the carbureter.</div> <div class="htmlview paragraph">The overflow from the pressure-relief valve is reported to be the cause of vapor lock sometimes, when it is merely a return to the pump inlet. The location of oil tanks often is such as to prevent effective cooling, and oil thermometers frequently are located at the engine oil-inlet instead of at the outlet. For new installations, thermometers are recommended to indicate both the inlet and outlet temperatures of the oil.</div> <div class="htmlview paragraph">Too little attention is given to carbureter heating, the author says. The carbureter must be jacketed if warm air is not supplied in sufficient quantity to prevent the formation of ice around the jets and throttle. Other installation details that require more attention are the electric wiring, the engine controls and the cowling.</div> <div class="htmlview paragraph"> <figure id="F1" class="figure"> <div class="graphic-wrapper"><img class="article-figure figure" src="300037_fig0001.jpg" alt="No Caption Available"/></div> </figure> </div> <div class="htmlview paragraph">In the discussion<span class="xref">*</span> it is stated that there has been a constant battle between the Air Corps and the manufacturers to secure uniform and adequate installations. More direct cooperation between the Department of Commerce and the Army and Navy Services is recommended because the latter have learned much that would be of great help to commercial operators. Further discussion has to do with carbureter heating and oil cooling.</div>

<div class="htmlview paragraph">A chemical and physical characterization of particulate emitted in undiluted exhaust of single cylinder direct injection (D.I.) diesel engine was made by an optical technique.</div> <div class="htmlview paragraph">On-line scattering and extinction measurements in the spectral range from 200 to 500nm were carried out in the exhaust ofthe engine operating under steady-state conditions. These measurements provided a useful tool for the comprehension of chemical and physical structure of the particulate. They allowed the evaluation in real time of the size, the concentration and also the optical properties. Preliminary results of size and mass concentration of particulate are presented.</div> <div class="htmlview paragraph">A good agreement was observed comparing the results with those obtained by gravimetric measurements, TEM and X-ray diffraction.</div> <div class="htmlview paragraph"><b>HIGH EFFICENCY OF DIESEL ENGINES</b> and their ability to burn heavy fuels make them ofgreat interest in the transportation field. On the other hand, present exhaust emission levels produced by this type ofengine will not satisfy stringent international regulations on environ- menta protection.</div> <div class="htmlview paragraph">The studies of the chemical and physical structure of diesel particulate in the exhaust of the engine help manufacturers both to optimize the efficiency of the combustion process and give useful information to designers of after-treatment devices.</div> <div class="htmlview paragraph">Historically, most studies on the particulate in the engine exhaust were carried out by electron microscopy and chemical analysis [<span class="xref">1</span>,<span class="xref">2</span>]<span class="xref">*</span>. These conventional techniques are time consuming, not real time, and not useful in transient operating conditions. Because the composition of the particulate materia depends on the collection system the data can be influenced by sampling procedures.</div> <div class="htmlview paragraph">Size distribution measurementtechniques of particulate based on electrical mobility, diffusion and inertial separation were proposed by Dolanetal.[<span class="xref">3</span>]. These techniques are real time but intrusive and can change the size distribution through collisions between particles.</div> <div class="htmlview paragraph">The recent advances in non-intrusive optical diagnostic techniques have made it possible to study on-line the evolution of particulate emitted in the exhaust with good temporal and spatial resolution.</div> <div class="htmlview paragraph">In the last decade, the optical measurements carried out in the exhaust, were made by nephetometry, transmissiometryor opacimetry, generally at a single wavelength in the visible range or in the infrared by photoacoustic and absorption measurements, These measurements are used to determine both the mass of particulate and the amount of dry soot and SOF [<span class="xref">4</span>,<span class="xref">5</span>,<span class="xref">6</span>,<span class="xref">7</span>.]</div> <div class="htmlview paragraph">In particular, simultaneous light scattering and extinction measurements at a single wavelength in the visible have provided a fast method to determine the dimension and concentration of soot particles i n flame [<span class="xref">8</span>].</div> <div class="htmlview paragraph">The purpose of the present study is to demonstrate the feasibility and flexibility of a new optical technique applied in the undiluted exhaustof a D.I. diesel engine. The technique consists of the use of simultaneous spectral measurements of scattering and extinction coefficients from the near ultraviolet to visible. These measurements allow the on-line simultaneous evaluation of the size, concentration and particulate mass as well as estimating the optical properties of the particulate. In particular, optical measurements in the near ultraviolet region are particularly promising because both graphite and large aro- maticmolecules exhibit absorption bands between 200 and 350nm [<span class="xref">9</span>,<span class="xref">10</span>].</div>

<div class="section abstract"><div class="htmlview paragraph">The introduction of the Worldwide Harmonised Light Vehicles Test Procedure (WLTP) and Real Driving Emissions (RDE) test requirements have put increased strain on vehicle and engine performance as well as the development of advanced engine technologies and emissions mitigation strategies. This requirement for increased development is a direct result of the need for new vehicles to comply with present and emerging emissions standards across an extended range of boundary conditions that include ambient temperature, altitude and driving style.</div><div class="htmlview paragraph">To reduce the significant number of on-road test permutations that would ordinarily be required to validate a given vehicle across the defined RDE boundary conditions, a Road to Rig (R2R) development approach known as RDE Plus (RDE+) is being evolved at HORIBA MIRA. This will enable real world driving scenarios to be developed and deployed much further upstream during the development lifecycle of the vehicle and engine using aspects of virtual calibration; the aim being to significantly reduce vehicle and engine development costs and associated timescales.</div><div class="htmlview paragraph">On-road RDE data is presented in this paper from vehicles of different powertrain technologies gathered from several European test locations under conditions representing the boundaries defined by the RDE protocol. Upon gathering a combination of vehicle CANBus, custom instrumentation and emissions (Portable Emissions Measurement System (PEMS)) data, recorded RDE routes were replicated on a chassis dynamometer with a view of developing a standardised practical approach to replicate RDE tests in the laboratory environment.</div><div class="htmlview paragraph">Lab tests were performed at HORIBA MIRA in the Advanced Emissions Test Centre (AETC) with the aim of defining a chassis dynamometer test methodology suitable for different powertrain technologies that results in accurate representations of on-road conditions with respect to vehicle load, ambient temperature, altitude and emissions.</div><div class="htmlview paragraph">Following the road to chassis dynamometer correlation, the vehicle engines will be installed on an engine dynamometer with the objective of developing a suite of “worst case” RDE cycles using an Engine-in-the-Loop (EiL) format complemented with a Design of Experiments (DoE) type mapping approach. These “worst case” cycles, most likely operating near to or at the RDE boundary condition limits, can then be adopted for engine and vehicle development purposes as well as providing evidence of complete RDE compliance. The methodology to develop this EiL strategy in combination with a detailed overview of RDE+ project as a whole is presented in this paper.</div></div>

<div class="section abstract"><div class="htmlview paragraph">High pressure EGR provides NO<sub>x</sub> emission reduction even at low exhaust temperatures. To maintain a safe EGR system operation over a required lifetime, the EGR cooler fouling must not exceed an allowable level, even if the engine is operated under worst-case conditions.</div><div class="htmlview paragraph">A reliable fouling simulation model represents a valuable tool in the engine development process, which validates operating and calibration strategies regarding fouling tendency, helping to avoid fouling issues in a late development phase close to series production.</div><div class="htmlview paragraph">Long-chained hydrocarbons in the exhaust gas essentially impact the fouling layer formation. Therefore, a simulation model requires reliable input data especially regarding mass flow of long-chained hydrocarbons transported into the cooler.</div><div class="htmlview paragraph">There is a huge number of different hydrocarbon species in the exhaust gas, but their individual concentration typically is very low, close to the detection limit of standard in-situ measurement equipment like GC-MS.</div><div class="htmlview paragraph">Therefore, a new measurement and analysis approach has been developed, where the exhaust gas is guided to a metal foam collector, in which HC`s are deposited. The probe is then analyzed in a suited thermogravimetrical system (TGA) in nitrogen atmosphere, temperature range 25°C to 650°C. Analyzing the TGA curve, HC concentration data for 6 different boiling temperature ranges are obtained, provided to an adapted 1-d fouling simulation model.</div><div class="htmlview paragraph">Using these data along with further input parameters like cooler geometry, gas temperature, pressure, flow, particle size distribution and coolant temperature, the simulation model has proven as a suitable tool to predict the fouling and identify engine settings for fouling reduction.</div></div>

<div class="section abstract"><div class="htmlview paragraph">There is an ever growing demand for blind fastener in the aerospace industry. This demand is driven not only by the advantages of single sided installation, but also by the potential to fully automate their installation process.</div><div class="htmlview paragraph">Blind fasteners can easily be integrated with innovative end-effectors that combine drilling, installation and inspection systems, enabling the reduction of process cycle times and their associated cost savings.</div><div class="htmlview paragraph">Clearly the advantages of single sided installation are a key benefit, but it cannot be forgotten that currently the mechanical performance of these systems is reduced compared with conventional threaded or swaged parallel shank fasteners. There are other important drawbacks existing around them which could penalise significantly the optimised design and performance of the structures.</div><div class="htmlview paragraph">Specific key characteristics that take into account some of these drawbacks have been established by Airbus which will be referenced in this paper.</div><div class="htmlview paragraph">Recently some improvements in new system concepts based on the typical pull and threaded type versions have been achieved by the main aerospace fastener suppliers, based on better mechanical performance, improved cosmetic appearance of the fastener head, etc.</div><div class="htmlview paragraph">This paper will give a global view of the characteristics that are considered more important for evaluation of the next generation of blind systems to allow their optimised implementation on new applications as well as a chance to view some new systems developed by the Suppliers.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The goal of reducing fuel consumption and CO<sub>2</sub>-Emission is leading to turbo-charged combustion engines that deliver high torque at low speeds (down speeding). To meet NVH requirements damper technologies such as DMF (Dual Mass Flywheel) are established, leading to reduced space for the clutch system. Specific measures need to be considered if switching over from SMF (Single Mass Flywheel) to DMF [<span class="xref">8</span>]. Doing so has an impact on thermal behavior of the clutch system, for example due to reduced and different distribution of thermal masses and heat transfer to the surroundings. Taking these trends into account, clutch systems within vehicle powertrains are facing challenges to meet requirements e.g. clutch life, cost targets and space limitation. The clutch development process must also ensure delivery of a clutch system that meets requirements taking boundary conditions such as load cycles and driver behavior into account.</div><div class="htmlview paragraph">Relevant load cycles are derived based on feedback and analysis of driver behavior under varying road and traffic conditions. For example, one relevant load cycle is the overriding of the clutch in 1<sup>st</sup> or 2<sup>nd</sup> gear in dense traffic condition that causes high thermal clutch load due to heat energy generated at the clutch frictional surfaces. This heat energy is relevant for lifetime or can even destroy the clutch/clutch system if not considered properly within the clutch development process.</div><div class="htmlview paragraph">These load cycles are the input for a simulation based clutch optimization. The virtual optimization process is taking aspects such as thermal and lifetime performance for the given boundary conditions of the system, the available installation space, materials (i.e. friction facing), part geometry and of course the costs into account. This process is based on analytical calculations, thermal and thermal-mechanical simulation and CAD modelling. Recent development in thermal-mechanical simulation methods allow a more application-specific consideration of the thermal behavior of the system, also in the early design phase.</div><div class="htmlview paragraph">To validate simulation results, physical tests were carried out; 1<sup>st</sup> gear repeat vehicle launches on a gradient and 2<sup>nd</sup> gear launches on a flat road which includes temperature measurements to determine the rise in temperature until a certain number of cycles is reached. In this paper, the approach for clutch optimization is shown based on the analysis of two different clutch sets of the same size including experimental results based on vehicle measurements.</div></div>

<div class="section abstract"><div class="htmlview paragraph">In recent years the 2-wheelers engines companies have been focused on increasing the overall engine efficiency, that can be achieved amongst other by engine down-speeding, engine down-sizing and by reducing the frictions; however, to maintain or improve vehicle performance, it is necessary to provide a corresponding increase in specific power.</div><div class="htmlview paragraph">In accordance with these trends, the studied approaches and methodologies have been exploited, during the development of the new Piaggio small scooter engine.</div><div class="htmlview paragraph">In this work a multi-objective analysis has been applied to the valve train system design, in order to optimize the engine performance in terms of friction reduction, power curve and timing system response. Along with this optimization methodology, a robust design has been studied to make the peak cranking compression pressure insensitive to the engine starting device working. These calculation methodologies have been followed using commercial software as GT-SUITE® code and the modeFRONTIER® platform for the multi-objective optimization analysis.</div><div class="htmlview paragraph">The several configurations investigated have allowed to reach the desired trade-off between the appropriate and efficient valve train behavior and the engine performances.</div><div class="htmlview paragraph">The global engine friction reduction has been obtained thanks to low resisting cam torque profiles, a specific valve springs set and a new compression releaser device (during engine starting phase).</div><div class="htmlview paragraph">The results have been further validated by an experimental campaign carried out on the test bench for engine performance and on the specific cold test bench to evaluate friction losses.</div></div>

<div class="section abstract"><div class="htmlview paragraph">While hybrid electric powertrains are the standard for passenger cars, the application to motorcycles is almost nil. The reason is the increase in weight, cost and overall dimensions, which can compromise the layout and dynamics of the motorcycle. A viable path is to replace the standard internal combustion engine with a much smaller and lighter unit, which leaves room for the installation of the electric components. The 2-Stroke (2S) cycle technology, thanks to double cycle frequency and inherent simplicity, can be the key to reduce engine dimensions, weight and cost, while keeping high power outputs.</div><div class="htmlview paragraph">The HybridTec project, discussed in this paper, aims to develop a compact and lightweight V-90° two-cylinder 2S engine, coupled to an electric motor installed downstream of the gearbox (P3 configuration). The total installed power should be about 110 kW.</div><div class="htmlview paragraph">The engine features loop-scavenging, actuated by a crankshaft-driven supercharger, while an exhaust rotary valve and electronic fuel injection minimize fuel short-circuit over a broad operating range. Moreover, the control of air and residuals trapped within the cylinder is made by a bypass valve downstream of the supercharger. A 4-Stroke-like forced lubrication system is also adopted.</div><div class="htmlview paragraph">Another advantage of this engine design is the possibility to dilute the fresh charge with exhaust gas, at any operating condition: a proper percentage of residuals helps to cut NO<sub>x</sub> emissions without the need for complex and expensive after-treatment systems.</div><div class="htmlview paragraph">A single-cylinder prototype of the engine was preliminarily built and tested, the initial design being carried out with the support of a 1D model, which was then calibrated based on a preliminary configuration of the engine.</div><div class="htmlview paragraph">According to the 1D simulation results, the engine is able to meet the performance targets and shows good potential at part-load operation, but engine injection system and control strategy need further optimization, which will be supported by future detailed 3D-CFD analysis.</div></div>

<div class="htmlview paragraph">The development of gas turbine engines can benefit from the synergistic aspects gained by-partnership agreements. Development cost and risk are minimized by careful selection and application of modern technology. These conclusions are verified by examining the structure and progress of the following three major aircraft gas turbine development programs: <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">The T406-AD-400 turboshaft for the V-22 Osprey</div></li> <li class="list-item"><div class="htmlview paragraph">The T800-LHT-800 turboshaft engine for LHX</div></li> <li class="list-item"><div class="htmlview paragraph">The Model 578 propfan propulsion system for transport aircraft</div></li> </ul></div> <div class="htmlview paragraph">All of these programs contain partnership agreements that allow extensive development participation and all rely on a blend of developed hardware with infusion of modern technology. Each engine will provide a very competitive performance in its respective power class. The development progress within each program can be characterized as trouble-free and unburdened by technically-caused delay.</div> <div class="htmlview paragraph">The trend toward competitive procurement for propulsion systems can be used to advantage if addressed by a positive program structure that encourages participation by major partners during full-scale engine development.</div>

<div class="htmlview paragraph">Dramatic increases in fuel and lubricant costs together with longer life expectancy and significantly higher power ratings through turbocharging have led to priorities in engine development over the last eight years which place high demands on piston rings. These demands include: Better sealing (low blow-by)</div> <div class="htmlview paragraph">Improved oil scraping (increased oil economy) Less friction (reduced fuel consumption) Lower wear rates (longer engine life) Faster and more reliable running-in (reduced production costs).</div> <div class="htmlview paragraph">Modified edge designs on compression rings guarantee low blow-by. A special lapping process for chrome plated rings increases scuff resistance and reduces running-in time. Oil scraper rings with extremely narrow lands manufactured to very fine tolerances by profile grinding permit the use of low tangential loads for reduced friction. The use of such ring designs in European diesel engines is proving successful.</div> <div class="htmlview paragraph">Since the first energy crisis in 1973, the developmental aims in the engine construction sector in Europe and elsewhere have concentrated above all on the achievement of maximum economy.</div> <div class="htmlview paragraph">Whereas previously, increases in output brought about by higher r.p.m. and higher mean effective pressures plus the whole question of exhaust gas emissions occupied the foreground, the most important developmental aims at present are the reduction of fuel consumption, the attainment of maximum oil economy and the longest possible service life.</div> <div class="htmlview paragraph">The problem areas of scuffing, oil consumption and ring breakage which used to be the determining factors in piston ring development for heavy duty engines, have been joined by additional demands for greater gas tightness, i.e. less blow-by in the engine, reduced friction and minimum wear rates. Ring designs, running surface strengthening and ring materials which are solving these problems in Europe, form the contents of this paper.</div>

<div class="htmlview paragraph">This paper describes the development process for acceleration sensors used on automobiles and acceleration evaluation system especially for the acceleration in super low range frequency.</div> <div class="htmlview paragraph">Acceleration sensor is indispensable not only for good vehicle motion control system, for example, active suspension control system, antiskid control system and four wheel steering control system, but also for safety system like air bag control system. This work focused on the development process of acceleration sensor which applied piezo ceramics.</div> <div class="htmlview paragraph">Features of newly developed sensor are as follows.</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">1)</span> <div class="htmlview paragraph">Achievement of self-diagnostic function to detect sensor failure utilizing the characteristics of piezo ceramics</div> </li> <li class="list-item"> <span class="li-label">2)</span> <div class="htmlview paragraph">Addition of piezo ceramic to cancel the pyro-effect achieved stabilization of sensor characteristics and enabled to detect acceleration of 0.0025G in super low range frequency of 0.05Hz.</div> </li> <li class="list-item"> <span class="li-label">3)</span> <div class="htmlview paragraph">Incorporates impedance conversion, filtering and temperature characteristics compensation circuitry.</div> </li> </ol> </div> <div class="htmlview paragraph">Frequency range of acceleration for good vehicle motion control is considered to be from DC to about 50Hz.</div> <div class="htmlview paragraph">But the measurement of acceleration in thus super low range frequency near DC had been difficult because of its mechanical and electrical noise interruption.</div> <div class="htmlview paragraph">This had delayed the development of acceleration sensor for automotive use.</div> <div class="htmlview paragraph">We succeeded in the development of acceleration measurement system for super low range frequency from 0.01Hz to 2Hz with detecting acceleration range from 0.0002 (0.2 gal) G to 1G as well as the development of piezo type acceleration sensor for automotive use.</div>

<div class="section abstract"><div class="htmlview paragraph">As part of Nissan’s strategy of electrification and the shift to smart technologies, our powertrain department has two main pillars: zero emissions and ICE Evolution. As a core unit of ICE Evolution, we have developed a brand new 3.5L V6 Twin turbocharged gasoline engine for Nissan’s next generation full-size flagship SUV to deliver luxury and toughness at the highest level.</div><div class="htmlview paragraph">This brand-new engine will be applied to vehicles in all corners of the world and must have strong performance in every corner. More specifically, it has to meet the latest emissions and fuel efficiency regulations, have strong power performance beyond expectation, and provide reliable drivability on rough roads and deserts.</div><div class="htmlview paragraph">To achieve these requirements, the new engine is incorporating many cutting-edge technologies. Stoichiometric combustion range has been expanded by Nissan’s latest high-speed combustion technology, which is enhanced by a higher pressure 35MPa injection system, an increased cooling efficiency combustion chamber, and an advanced exhaust temperature management system. Mirror bore coating, textured valve lifters, and optimized piston ring shaping technology all contribute to reduce friction. Lastly, lubrication performance on rough roads has been improved with a scavenging oil pump.</div><div class="htmlview paragraph">The combination of these technologies results in superior power performance, class-leading fuel efficiency, compliance with LEV4/Tier4 emissions regulations, and amazing off-road capabilities that surpass competitors. They are essential technologies for balancing engine efficiency and environmental considerations, creating a powertrain worthy of a flagship luxury SUV.</div><div class="htmlview paragraph">This paper describes details of this new engine and highlights the applied technologies and development procedures which have contributed to the highly balanced performance of this new engine.</div></div>

<div class="section abstract"><div class="htmlview paragraph">NVH predictions have gained importance since last few decades due to increased focus on ride comfort as competitive advantage within cost target. Hence, NVH CAE has become integral part of product development process for early issue identification and solutions. To make NVH simulation robust, continuous improvement is required in existing CAE processes.</div><div class="htmlview paragraph">In automobile powertrains, components are connected with each other through fasteners. Gaskets are sandwiched at periphery between two mating components, while the components are bolted together with required torque. Gaskets are used to prevent leakage of oil and gases into the atmosphere while operation. NVH CAE modeling practices globally are evolved with considering gaskets as one of the less important modelled components. However, these practices miss to consider its effects considerably on NVH performance.</div><div class="htmlview paragraph">Scope of this paper is to address the gaps present in the existing powertrain modeling techniques with the introduction of gasket. First the impact of gasket inclusion is studied at the experimental level. Then modified CAE modeling process is proposed with modal correlations perspective.</div></div>