Design of a Modern Plating Facility

<div class="htmlview paragraph">In undertaking any experimental work the first step is to plan carefully each successive step. Literature bearing on the subject should be examined to learn what work others have done on the problem and avoid needless duplication of effort. If the testing of only a simple accessory is involved, the results the device is intended to accomplish should be studied and an effort made to discover the designer's reason for believing that it will accomplish them. All conditions under which such a device must operate should be listed and the information needed from which to draw conclusions as to whether the device will meet them successfully should be determined. Before starting the actual work of testing, it is good policy to plan the necessary charts for presentation of the report.</div> <div class="htmlview paragraph">This preliminary work means that the investigator will start well prepared but not with his mind made up as to what the results will be. It is necessary to be very careful in all experimental or research work; otherwise preconceived ideas are likely to result in finding what one wants to find rather than the exact truth. Prejudice is not the result of careful thinking and planning but of lack of such forethought. If a problem involves the investigation of a device on an engine, as for example a manifold, it is well to remember that there are other functioning parts and to be on guard against the temptation to attribute a sudden falling off of engine-power to the manifold when it may, in fact, be due to improper functioning of one of the other parts. New problems are more than likely to arise within, the major one as the work progresses and must be solved before the original program can be continued. Each sub-problem should also be planned carefully.</div> <div class="htmlview paragraph">Methods to be followed in making an investigation are elucidated by examples of a study of adapting an existing carbureter to an existing engine and of a study of charge distribution by a manifold to the cylinders of a four-cylinder engine. It is necessary to do this with the use of numerical quantities taken from actual test results, but in the case of the carbureter tests the figures have no actual relation to one another and are not to be taken as representing achievements, as many were taken from experimental engines and other equipment. Before the effect of a given carbureter on the power and fuel economy of an engine can be studied, it is first necessary to learn what the engine is capable of doing when it is not influenced by the characteristics of the carbureter. After charts have been prepared from the ascertained data, the commercial-carbureter tests can be started. Each step for carrying these out is explained. All results are plotted in various ways for comparison and study.</div> <div class="htmlview paragraph">A method that is thought to be easiest and surest for studying charge distribution is by measurement of the maximum explosion-pressures in the several cylinders of a multiple-cylinder engine. The equipment used and the method of doing this are described and the results given. Curves produced from the study indicate that power loss due to poor distribution is incurred by reason of (<i>a</i>) too lean or too rich a mixture and (<i>b</i>) improper spark-advance.</div> <div class="htmlview paragraph">In planning the layout and equipment of a laboratory, a good way to begin is to make a study of the work that probably will have to be done in it and to realize that undoubtedly some problems will have to be undertaken that are not included in the survey, for which reason all equipment should be so designed that changes can be made easily, quickly and cheaply. Known essentials are that</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">(1)</span> <div class="htmlview paragraph">Equipment must be bolted to the floor</div> </li> <li class="list-item"> <span class="li-label">(2)</span> <div class="htmlview paragraph">Water must be drained away</div> </li> <li class="list-item"> <span class="li-label">(3)</span> <div class="htmlview paragraph">Sufficient working space must be available</div> </li> <li class="list-item"> <span class="li-label">(4)</span> <div class="htmlview paragraph">The entire space must be well lighted</div> </li> <li class="list-item"> <span class="li-label">(5)</span> <div class="htmlview paragraph">The room should have a high ceiling</div> </li> <li class="list-item"> <span class="li-label">(6)</span> <div class="htmlview paragraph">Good crane-transportation should be provided</div> </li> <li class="list-item"> <span class="li-label">(7)</span> <div class="htmlview paragraph">Provision must be made for conducting away exhaust-gas</div> </li> </ol> </div> <div class="htmlview paragraph">A model laboratory that answers all of these requirements is illustrated and described in considerable detail.</div>

<div class="htmlview paragraph">Todays injection systems for diesel engines work with highly sophisticated mechanical governors.</div> <div class="htmlview paragraph">But only by electronic control of diesel injection systems will it be possible to comply with the emission regulations and to achieve better performance.</div> <div class="htmlview paragraph">In 1986 BOSCH started volume production of Electronic Diesel Control (EDC).</div> <div class="htmlview paragraph">This paper will concentrate on the electronic control unit (ECU) as it was designed for use in passenger cars.</div> <div class="htmlview paragraph">The production ECU and the planned next-step ECU are outlined, explaining hardware and software. An outlook of development goals of the future EDC control-units is given.</div>

<div class="section abstract"><div class="htmlview paragraph">Automatic transmission (AT) is a complex hydroelectromechanical system, since it consists of hydraulic, electrical and mechanical parts.</div><div class="htmlview paragraph">On cars produced by “UzAuto Motors” mainly AT of the 6T family, 6-speed AT family GM: 6T30, 6T40, 6T45, 6T50 “Hydra-Matic” are used.</div><div class="htmlview paragraph">Production of parts of these transmissions is carried out both at American GM plants and at GM plants in China and Korea.</div><div class="htmlview paragraph">The differences between AT 6T30/6T40/6T45/6T50 are in the thickness of the output chain and in the planetary gear, in the sizes of some other units and the housing itself. But the differences are much more influenced by the settings of the transmission unit, which select operating modes with different engines so as not to overload the thinnest places of the automatic transmission.</div><div class="htmlview paragraph">Automatic transmissions 6T30, 6T40, 6T45, 6T50 have the ability to manually shift gears and activate the “kickdown” mode (for quick acceleration of the car, when you sharply press the gas “all the way” it makes the automatic transmission downshift, and sometimes by two steps).</div><div class="htmlview paragraph">The operation of the transmission is controlled by various electronic systems that are responsible for the operability and structural integrity of the gearbox.</div><div class="htmlview paragraph">Failure of the automatic transmission can occur as a result of one or a combination of malfunctions of the following parts: in the torque converter; in the mechanical part of the gearbox; in the hydraulic part of the control system; one or more clutches of the gearbox; in the electrical part of the control system; in the electronic control unit.</div><div class="htmlview paragraph">The authors of the work investigated and determined the occurrence of malfunctions and failures depending on the temperature of the working fluid of the automatic transmission of a passenger car.</div><div class="htmlview paragraph">Also, the dependence of the resource of the automatic transmission on the temperature of the hydraulic fluid was obtained. High-quality diagnostics of the automatic transmission and its control system can in many cases save the car owner from expensive repairs: <ul class="list disc"><li class="list-item"><div class="htmlview paragraph">without thorough diagnostics, the automatic transmission cannot be subjected to routine or major repairs. Only on the basis of diagnostic information can a conclusion be made about the technical maintenance or repair of the automatic transmission;</div></li><li class="list-item"><div class="htmlview paragraph">based on real experience of operating passenger cars equipped with automatic transmission, we recommend changing the oil every 35000 miles under operating conditions in Tashkent. We also recommend conducting diagnostics of the automatic transmission every 12500 miles of the car's mileage.</div></li></ul></div></div>

<div class="htmlview paragraph">Hino Motors has developed the new K13C, a 12.9 liter six cylinder in-line, heavy duty diesel engine that provides superior fuel consumption, extra low noise and excellent driveability together with a lower exhaust emissions. The initial K13C engine, whose production began in 1986 and about 30,000 units have been produced, is recognized all over the world for its good reliability and fuel economy. The new K13C is using the basic design and manufacturing/assembly processes of the previous one but includes a common-rail type fuel injection system with enhanced electronic controls to meet future regulation and customer requirements. Major design changes consist of a new cylinder head, a new front gear train, a new air intake system, a new turbocharger, a new compression brake system and electronic control module.</div> <div class="htmlview paragraph">The optimization of the intake system includes a new intake port and an electronically controlled inertia charging system. The highly effective turbocharger in conjunction with the electronically controlled common-rail system leads to better fuel consumption and lower exhaust emissions.</div> <div class="htmlview paragraph">In order to reduce engine noise, the following measures were taken: reduction of the mechanical noise by a newly designed gear train, reduction of air-bone noise from the cylinder head cover and intake system by using isolating rubber, and the reduction of combustion noise especially at engine idle speed by means of pilot injection.</div> <div class="htmlview paragraph">For safer driving and better driveability on both expressways and normal roads, braking performance and starting ability have been improved. The braking performance has been increased by adopting a new compression brake system with an electronically controlled waste gate valve in addition to an existent exhaust brake. The starting ability at clutch engagement is also improved by the increased injection pressure obtained by the common-rail fuel system. Moreover, the new starting assist system was developed. The vehicle equipped with the new K13C has almost the same starting ability as a 20 liter naturally aspirated engine which is the most popular for dump trucks in Japan.</div>

<div class="section abstract"> <div class="htmlview paragraph">This Recommended Practice provides a taxonomy for motor vehicle <i>driving automation systems</i> that perform part or all of the <i>dynamic driving task</i> (<i>DDT</i>) on a <i>sustained</i> basis and that range in level from <i>no driving automation</i> (level 0) to <i>full driving automation</i> (level 5). It provides detailed definitions for these six levels of <i>driving automation</i> in the context of <i>motor vehicles</i> (hereafter also referred to as “<i>vehicle</i>” or “<i>vehicles</i>”) and their <i>operation</i> on roadways. These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of <i>driving automation features</i> equipped on <i>motor vehicles</i> in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve users of <i>vehicles</i> of all classes and <i>driving automation</i> levels (including no <i>driving automation</i>), as well as motorcyclists, pedal cyclists, and pedestrians.</div> <div class="htmlview paragraph">The levels apply to the <i>driving automation feature(s)</i> that are engaged in any given instance of on-road <i>operation</i> of an equipped <i>vehicle</i>. As such, although a given <i>vehicle</i> may be equipped with a <i>driving automation system</i> that is capable of delivering multiple <i>driving automation features</i> that perform at different levels, the level of <i>driving automation</i> exhibited in any given instance is determined by the <i>feature(s)</i> that are engaged.</div> <div class="htmlview paragraph">This document also refers to three primary actors in <i>driving</i>: the (human) <i>driver</i>, the <i>driving automation system</i>, and other <i>vehicle</i> systems and components. These other <i>vehicle</i> systems (or the <i>vehicle</i> in general terms) do not include the <i>driving automation system</i> in this model, even though as a practical matter a <i>driving automation system</i> may actually share hardware and software components with other <i>vehicle</i> systems, such as a processing module(s) or operating code.</div> <div class="htmlview paragraph">The levels of <i>driving automation</i> are defined by reference to the specific role played by each of the three primary actors in performance of the <i>DDT</i>. “Role” in this context refers to the expected role of a given primary actor, based on the design of the <i>driving automation system</i> in question and not necessarily to the actual performance of a given primary actor. For example, a <i>driver</i> who fails to <i>monitor</i> the roadway during engagement of a level 1 adaptive cruise control (ACC) system still has the role of <i>driver</i>, even while s/he is neglecting it.</div> <div class="htmlview paragraph"><i>Active safety systems</i>, such as electronic stability control and automated emergency braking, and certain types of driver assistance systems, such as lane keeping assistance, are excluded from the scope of this <i>driving automation</i> taxonomy because they do not perform part or all of the <i>DDT</i> on a <i>sustained</i> basis and, rather, merely provide momentary intervention during potentially hazardous situations. Due to the momentary nature of the actions of <i>active safety systems</i>, their intervention does not change or eliminate the role of the <i>driver</i> in performing part or all of the <i>DDT,</i> and thus are not considered to be <i>driving automation</i>.</div> <div class="htmlview paragraph">It should, however, be noted that crash avoidance features, including intervention-type <i>active safety systems</i>, may be included in <i>vehicles</i> equipped with <i>driving automation systems</i> at any level. For <i>ADS</i>-equipped <i>vehicles</i> (i.e., levels 3-5) that perform the complete <i>DDT</i>, crash avoidance capability is part of <i>ADS</i> functionality.</div></div>

<div class="section abstract"> <div class="htmlview paragraph">This SAE Standard covers complete general and dimensional specifications for 37 degree flared and flareless types of hydraulic tube fittings and O-ring plugs. Also included are pipe fittings and adapter unions for use in conjunction with these tube fittings. These fittings are intended for general application in hydraulic systems on industrial equipment and commercial products.</div> <div class="htmlview paragraph">These fittings are capable of providing leak-proof, full-flow connections in hydraulic systems operating at working pressures as specified in SAE J1065, “Pressure Ratings for Hydraulic Tubing and Fittings.”</div> <div class="htmlview paragraph">Since many factors influence the pressure at which a hydraulic system will or will not perform satisfactorily, the values shown in SAE J1065 should not be construed as a guaranteed minimum.</div> <div class="htmlview paragraph">For any application, it is recommended that sufficient testing be conducted and reviewed by both the user and fitting manufacturer to assure that performance levels will be safe and satisfactory.</div> <div class="htmlview paragraph">The standard is divided into six sections as follows:</div> </div>

<div class="htmlview paragraph">One of the most vital factors in combustion control is Air-to-Fuel Ratio (AFR) control and estimation. Various parameters such as intake air mass flow rate, fuel injection quantity and (Exhaust Gas Recirculation) EGR flow rate are affecting the AFR magnitude. In this study a detailed mathematical, nonlinear and control oriented model of dynamic processes of turbocharged diesel engines is presented for the purpose of AFR control. It is an attempt to describe the two main subsystems of compression ignition engines called intake manifold and fuel injection systems.</div> <div class="htmlview paragraph">The intake model itself consists of compressor, intercooler, intake manifold, EGR circuit, valve section and cylinder subsystems. This model has been developed for study of the air intake system in a turbocharged diesel engine, using physical equations. Experimental data has also been used to adjust the model. The output variable of this submodel (air mass flow) is a significant parameter in calculations of engine power, emission and AFR control. Of the methods of assisted aspiration, the exhaust gas driven turbocharger is by far the most widely used. Varying the rate of gas flow through the turbine by means of Variable Geometry Turbine (VGT) is a method by which the exhaust gas flow through turbine can be limited at high engine speeds. Therefore, turbocompound in this model is considered to have VGT.</div> <div class="htmlview paragraph">Common Rail Injection (CRI) that is a fully flexible fuel injection system in which quantity, timing and pressure of injection are controllable (based on electronic control) separately is chosen in this study. Fuel injection system is comprised of solenoid, working chamber and needle subsystems. A one-dimensional, transient and compressible flow model of CRI, based on Kirchhoff's law, mass and momentum conservation equations and the equilibrium of forces is derived.</div> <div class="htmlview paragraph">AFR control of diesel engine is performed make use of fuzzy logic methodology. Fuzzy logic is a control structure which emulates the way humans arrive at decisions, given a certain set of circumstances. This method improves the control and simplifies the development process. The fuzzy logic controller achieves this by considerably reduced complexity and lack of tedious mathematical derivation associated with modern control theory methods.</div> <div class="htmlview paragraph">All above-mentioned models are programmed in Matlab/Simulink software environment. The simulation results are then compared with available data to check the accuracy of the model.</div>

<div class="htmlview paragraph">Additional future requirements for automobiles such as improved vehicle dynamics control, enhanced comfort, increased safety and compact packaging are met by modern electrical steering systems.</div> <div class="htmlview paragraph">Based on these requirements the new functionality is realized by various additional electrical components for measuring, signal processing and actuator control. However, the reliability of these new systems has to meet the standard of today's automotive steering products. To achieve the demands of the respective components (e.g. sensors, bus systems, electronic control units, power units, actuators) the systems have to be fault-tolerant and/or fail-silent. The realization of the derived safety structures requires both expertise and experience in design and mass production of safety relevant electrical systems. Beside system safety and system availability the redundant electrical systems also have to meet economic and market requirements.</div> <div class="htmlview paragraph">Within this scope the paper discusses three different realizations of electrical steering systems</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"><span class="li-label">1</span><div class="htmlview paragraph">Electrical power steering system (mechanical system with electrical boosting)</div></li> <li class="list-item"><span class="li-label">2</span><div class="htmlview paragraph">Steer-by-wire system with hydraulic back-up and</div></li> <li class="list-item"><span class="li-label">3</span><div class="htmlview paragraph">Full steer-by-wire system</div></li> </ol> </div> <div class="htmlview paragraph">The paper presents solutions for these systems and discusses the various advantages and disadvantages, respectively. Furthermore strategies for failure detection, failure localization and failure treatment are presented. Finally the various specifications for the components used are discussed.</div>

<div class="htmlview paragraph">The New Economy is information based and Internet accessed. In 2000, industries recognized this leverage and initiated connectivity programs for their employees. Connectivity programs are equalizing opportunities for employees to enhance their personal potential and learn e-principles.</div> <div class="htmlview paragraph">Employees are discovering lifelong learning, improving work-life integration, and connecting to customers.</div> <div class="htmlview paragraph">Web companies gain efficiencies by sharing engineering designs, supporting build-to-order production schedules and promoting customer satisfaction at new levels. Connectivity packages support corporate hiring and retention objectives.</div> <div class="htmlview paragraph">This article reviews the context of the computer/Internet giveaways, the concepts of global relationships, Net learning and the Industry Internet.</div>

<div class="htmlview paragraph">Electronic throttle control is increasingly being considered as a viable alternative to conventional air management systems in modern spark-ignition engines. In such a scheme, driver throttle commands are interpreted by the powertrain control module together with many other inputs; rather than directly commanding throttle position, the driver is now simply requesting torque - a request that needs to be appropriately interpreted by the control module.</div> <div class="htmlview paragraph">Engine management under these conditions will require optimal control of the engine torque required by the various vehicle subsystems, ranging from HVAC, to electrical and hydraulic accessories, to the vehicle itself. In this context, the real-time estimation of engine and load torque can play a very important role, especially if this estimation can be performed using the same signals already available to the powertrain control module.</div> <div class="htmlview paragraph">In this paper we present two methods to estimate the instantaneous indicated torque, combustion by combustion, and the vehicle load torque; we also present some preliminary results. The first method is based on the reconstruction of the in-cylinder pressure based on the measured engine block vibration. The second one exploits a nonlinear estimation technique, in which the difference between the instantaneous measurement of crankshaft angular velocity and an estimate of the same velocity, based on a model of the engine, forms the input to a sliding-mode observer.</div> <div class="htmlview paragraph">Experimental results of both methods have been obtained in an engine test cell on a two-cylinder compression-ignition.</div>

<div class="htmlview paragraph">More and more sophysticated electronic controls are going to be installed on cars, industrial vehicles and other means of transport, whose performances strictly depend on the accuracy and reliability of the sensors used to detect the operating conditions of the vehicle they shall manage.</div> <div class="htmlview paragraph">In particular as far as the pressure sensors concerns, the introduction of the monolithic devices (based either on silicon and on ceramic) has practically solved the problems of the pressure measurements at the intake manifold of the engine needed for the ignition and fuel injection systems. These pressures are usually ranging between 0 and 2 bar.</div> <div class="htmlview paragraph">However brakes and gear box electronic controls require sensors for much higher pressures (up to 50 bar for the gear box) and much more severe environmental conditions. Operating temperatures up to 130°, overpressures 5 times the nominal ones, high vibration levels, poisoning media faced to the membrane of the sensor are parameters which greatly affect the design of the device.</div> <div class="htmlview paragraph">Taking advantage of 5 years of experience with the sensors utilized for the Digiplex ignition and IAW fuel injection systems, and of the outstanding features of the thick films and alumina, on which they are based, our Company has carried out a work to develop a high pressure device able to meet the tightest specifications still maintaining a reasonable cost.</div>

<div class="htmlview paragraph">The development of a versatile diesel fuel injection system for direct injection engines is described, which offers the advantages of full electronic control of injection timing, fuel metering, and injection pressure.</div> <div class="htmlview paragraph">Electronic control is inherent and the system is so versatile that fuel quantity and timing may be varied throughout the available range in successive injections.</div> <div class="htmlview paragraph">Both piezoelectric and solenoid controlled versions are described, but all present development work is concentrated on the latter.</div> <div class="htmlview paragraph">Two sizes of injectors have been developed with maximum delivery capabilities of 130 mm<sup>3</sup>/injection and 500 mm<sup>3</sup>/injection, and both single and multi-cylinder engines have been run.</div>

<div class="htmlview paragraph">A diesel emission control system comprising two (2) catalyzed, monolithic ceramic exhaust filters, a diesel burner and electronic controller has been designed and installed on a 1982 GMC RTS-04 bus powered by a Detroit Diesel 6V-92TA engine.</div> <div class="htmlview paragraph">The system reduces exhaust particulates by over 80 percent and is also effective in reducing carbon monoxide and hydrocarbon emission. A minor NO<sub>x</sub> reduction was also observed.</div> <div class="htmlview paragraph">The New York City Transit Authority has operated the bus in downtown Manhattan since April, 1989. Its performance has been closely monitored and compared to a fleet of control buses running on the same route.</div> <div class="htmlview paragraph">Exhaust emission levels have been measured at regular intervals by NYCDEP to determine the emission reduction efficiencies and to track deterioration factors. Operating experience with this system is reported.</div>

<div class="htmlview paragraph">Most testing is done in a clean or static environment. The electrical power is connected to a constant voltage power supply. This is not very representative of the automotive environment. Electrically the automobile is very noisy, has dynamic behavior, and can be difficult to model and emulate.</div> <div class="htmlview paragraph">Microprocessors can make mistakes at a rate of 1 million mistakes per second. If we can't test the software 100%, we need methods that will give us some level of confidence that the product is of high quality and will satisfy the customer. The test methods detailed in this paper can help gauge the robustness of the software.</div> <div class="htmlview paragraph">These extraordinary tests are not part of standard test methods. Standard test methods use traceability of the functional requirements to develop the test. Each function is tested once per test cycle. Most of these tests are “Happy Path”. [<span class="xref">3</span>] Occasionally, failure modes and the effects are included in the test plan.</div> <div class="htmlview paragraph">Most of the tests defined in this document are either based on lessons learned or are trying to find ways to expose non-robust software designs. These tests may also exacerbate software and hardware signal race conditions.</div> <div class="htmlview paragraph">The background of the author is in the realm of body module controller behavior; therefore examples detailed in this document are related to body module controllers. There is no reason the methods can't be applied to other ECUs (Electronic Control Unit) on the vehicle.</div> <div class="htmlview paragraph">This paper discusses the evolution and development of a method and process to stress automotive embedded software. The intended process will look for abnormal or undesired operation in the ECU.</div>

<div class="htmlview paragraph">This article describes a new transmission control system for off-highway dump trucks with small electro-hydraulic control valves which are individually equipped for each clutch. The new system mainly improves shift shocks by generating suitable clutch pressure curves while shifting.</div> <div class="htmlview paragraph">This system has some important technical points.</div> <div class="htmlview paragraph">The first one is the mechanism of the small electro-hydraulic control valve. It has two spools. One spool controls clutch pressure, and another controls oil flow and senses oil pressure. This valve recognizes the moment at which the clutch pack is filled up. It enables us to control not only the pressure curves of clutches, but also the timing of engagement and disengagement of clutches.</div> <div class="htmlview paragraph">Next technical point is that every clutch is equipped with one valve. Since one valve holds the pressure of a clutch which is being disengaged until another clutch, which is controlled by another valve, is filled up, we can keep driving torque while shifting. We developed so called “Torque-continuous shifting”.</div> <div class="htmlview paragraph">The last point is that the clutch pressure is controlled according to driving condition by an electronic control system. Using this system, we can easily get the most suitable clutch pressure for any driving condition. One drawback of using electronic system is that it is a little troublesome for mechanics to repair or to do trouble shooting. To make the repairwork easier, we provided a self diagnosis system, which also memorizes troubles in the past in a non-volatilize random access memory.</div> <div class="htmlview paragraph">This system has been already applied to our off-highway dump trucks since 1988, and has received good reputation.</div>