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Pressure variation during engine combustion generates torque fluctuation that is delivered through the driveline. Torque fluctuation delivered to the tire shakes the vehicle body and causes the body components to vibrate, resulting in booming noise. HKMC (Hyundai Kia Motor Company)’s TMED (Transmission Mounted Electric Device) type generates booming noises due to increased weight from the addition of customized hybrid parts and the absence of a torque converter. Some of the improvements needed to overcome this weakness include reducing the torsion-damper stiffness, adding dynamic dampers, and moving the operation point of the engine from the optimized point. These modifications have some potential negative impacts such as increased cost and sacrificed fuel economy. Here, we introduce a method of reducing lock-up booming noise in an HEV at low engine speed.

In electronic vehicles (EVs) or hybrid electronic vehicles (HEVs), an inverter system has a direct-current-link capacitor (DC-link capacitor) which provides reactive power, attenuates ripple current, reduces the emission of electromagnetic interference, and suppresses voltage spikes. A film capacitor has been used as the DC-link capacitor in high level power system, but the film capacitor's performance has deteriorated over operating time. The decreasing performance of the film capacitor may cause a problem when supplying and delivering energy from the battery to the vehicle's power system. Therefore, the lifetime prediction of the film capacitor could be one of critical factors in the EVs and HEVs. For this reason, the lifetime and reliability of the film capacitor are key factors to show the stability of the vehicle inverter system. There are a lot of methods to predict the lifetime of the film capacitor.

The study presented in this paper proposes an integrated and automated chassis design process, in which the associated design and analysis, including kinematic design and controller calibration, are sequentially performed through three steps. The first step is an automated kinematic design process that optimizes the hardpoints' coordinates and bush properties. First, ADAMS/Car is employed to evaluate the K&C characteristics by varying arrangements of the hardpoints and bush properties. In addition, a bush stiffness curve is approximated and represented by four parameters, allowing a designer to incorporate the curve as the design variables in the optimization process. Second, an optimization process is employed to automate the calibration of the UCC system modeled by Simulink, which is essential in improving the vehicle's dynamic behavior.

This paper presents a model based sensor fault detection and isolation algorithm for the vertical acceleration sensors of the Continuous Damping Control (CDC) system, installed on the sprung mass. Since sensor faults of CDC system have a critical influence on the ride performance as well as the vehicle stability, the sensor fault detection algorithm must be implemented into the overall CDC algorithm. In this paper, each vertical acceleration sensor installed on the sprung mass (two in the front corners and one in the rear) separately estimates the vertical acceleration of the center of gravity of the sprung mass. Then, the sensor fault is detected by cross-checking all three vertical acceleration estimates independently obtained by the each vertical acceleration sensor.

This paper describes the modeling of driveline systems with electronically controllable torque biasing devices. It focuses on the application of torque distribution for vehicle yaw stability control. Three types of driveline torque bias arrangements as well as the concepts of the yaw moment control with respect to these devices are introduced. To systematically derive the equations of motion of driveline systems, the techniques of Bond Graphs are applied in this paper. The derived driveline model is further integrated into a full vehicle model developed in ADAMS to monitor the vehicle responses with different driveline torque bias strategies. Since the controller is developed in MATLAB and the vehicle model is built in ADAMS, the methodology of co-simulation is applied to communicate the control algorithms with the vehicle model in synchronize time.

Simulation is considered as an essential activity to save time and cost of building physical prototyping hardware. However, systems from different engineering domains such as control system design, mechanical design, or hydraulic design generally requires different simulation tools. To tackle this situation, the method of co-simulation is applied to communicate between different processes during simulation. It is served as the foundation of sophisticated virtual prototyping system simulation activities. This paper presents the effort at Visteon of applying co-simulation to design and verify the electronically controllable torque bias device. The controller modules are developed in MATLAB. ADAMS is applied to create a high-fidelity virtual prototyping vehicle model. The vehicle model is then modified to integrate the function of torque bias control devices. The co-simulation of the controller modules with the vehicle model is performed by using ADAMS/Controls.