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Airbags can cause second degree burns

airbagsThe hot gasses that are pumped into an airbag when it inflates can cause some serious injury in certain cases, as a poor 34 year old lady in Melbourne discovered.

She sustained deep dermal second degree burns from the gases when her airbag inflated on impact. These gases that escape from the airbag as it deflates after deployment can be as hot as 500 degrees Celcius. These burns take a long time to heal and risk scarring.

The lady is not alone – Dr Vivek Kumar Sinha and Dr Kirstie MacGill from Melbourne’s Box Hill Hospital says there have been a few reports of similiar airbag burns in Australia in the recent years.

“The driver remembers the airbag being deployed before noticing white powder and smoke emanating from it. It was only later that she realised she had received a burn injury to her right hand and was puzzled as to how that had happened. It was painful, became red and swollen, and later blistered,” said Dr MacGill.

“Airbags have also been linked to abrasions, lacerations, contusions, upper limb fractures and damage to the throat, eyes and ears (the sound of an airbag deploying is very loud – can be 165 to 175 dB) though these injuries were not the result of an airbag malfunction but its intrinsic design. Certainly injuries such as burns are a small price to pay for the greater safety provided by airbags during a collision. However, with the increasing use of airbags today, this case report points towards the need for more research into possibly modifying the design of airbags with the aim of decreasing these injuries,” added Dr Sinha and Dr MacGill in an Emergency Medicine Australasia report.

Source

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BMW Concept X6 ActiveHybrid at Frankfurt 2007

BMW ActiveHybrid X6

The second BMW X6 Concept shown at the 2007 Frankfurt Motor Show demonstrates BMW’s ActiveHybrid technology, which BMW says is superior to conventional hybrid vehicles in terms of driving dynamics – looking at the assortment of hybrids on the market today we can safely say that’s not too far from the truth. BMW rates an ActiveHybrid car as having 20% better consumption and emissions compared to a comparable car with conventional drivetrain technology.

The BMW Concept X6 ActiveHybrid combines a combustion engine and two electric motors. Keeping to their promise of a sporty driving experience, BMW says despite electric motors being used BMW retains the appropriate touch-based and acoustic feedback never seen before on a hybrid vehicle.

The combustion engine and two electric motors are connected to each other via three planetary gearsets, allowing a power split between the combustion engine and electric motors in two ranges. At any time, the car can be powered by either only the combustion engine or only the electric motors. The Concept X6 ActiveHybrid also uses an ECVT electrical continuously variable transmission and is able to adjust power between the combustion engine and the electric motors in two ranges – one for low speeds and one for high speeds. Power to the wheels also go through a fixed ratios as BMW thinks this is very important for the whole driving experience – the feeling of swapping cogs.

The electric motors can also be run in reverse to harvest wasted power during braking. This power is used to charge a high-volt energy storage unit. BMW is already doing something like this with Brake Energy Regeneration, something that’s appearing on conventional combustion engine BMWs in the European market.

In power split drive mode, one of the electric motors acts as a generator, converting some of the engine’s power into electrical current to charge the capacitors. The power can also be channeled into the second electric motor. This second electric motor gets power from either the first electric motor or the capacitor and generates mechanical power for the output drive shaft.

The ActiveHybrid hybrid drive system is BMW’s variant of the Global Hybrid Cooperation hybrid system, a joint project between BMW, General Motors and DaimlerChrysler to develop next generation hybrid drive systems.

More photos after the jump.
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Lotus and Siemens VDO to reveal new engine

small_lotus_logo.jpgLotus Engineering and Siemens VDO will be jointly exhibiting a new 1.5 litre 3-cylinder force inducted hybrid engine at the 2007 Frankfurt Motor Show which should be starting any time now. The new engine combines parts from both Lotus and Siemens VDO’s parts bin, including Lotus Engineering’s previously revealed integrated exhaust manifold, a Lotus cam profile switching system, centrally-mounted Siemens VDO gasoline injectors and a new Siemens VDO high pressure fuel pump.

The two companies call the new engine the Low CO2 engine – no prizes for guessing why so. Lotus and Siemens VDO intends to reduce emissions but deliver an engaging driving experience at the same time, all using affordable, modular technologies which can easily be used to deploy a set of powertrains with low mass packages.

“It is very appropriate that some of the key features of this Low CO2 project will be on display at one of the world’s foremost automotive exhibitions. I am delighted that we are working with Siemens VDO on this very special project. Both Lotus Engineering and Siemens VDO are recognised as world experts in cutting-edge powertrain technologies and I look forward in the coming months to sharing with you the results of this incredible combination of complementary skills and technological leadership. This project is a prime example of how Lotus Engineering’s research activities, often in conjunction with globally recognised partners, are contributing to bringing to fruition a number of efficient powertrain and automotive advanced technology solutions for the future,” says Mike Kimberley, CEO of Group Lotus plc.

“The cooperation with our partner, Lotus Engineering, shows once again, that there is still a lot of potential for further innovation and development within the internal combustion engine. The combination of direct injection and turbo charging means noticeably better fuel economy and lower CO2 emissions for the Gasoline engine, without compromising driving fun. With our advanced expertise in low CO2 know-how we see clear benefits for our customers and will further strengthen and improve our role as systems integration experts,” added Dr. Klaus Egger, Siemens VDO Group VP.

More details on this new engine to come soon as details are unveiled at Frankfurt. A demonstrator vehicle with the new 1.5 litre 3-cylinder engine will be shown to the public towards the end of 2007.

Most of you may remember the Lotus NEF engine introduced in early 2006 with the Lotus APX Concept. The Lotus NEF engine is a 3.0 litre V6, so this 1.5 litre inline-3 could just be half of an NEF. The NEF was supercharged, which leads me to believe this new engine’s method of forced induction will most likely be a supercharger as well since the integrated exhaust manifold makes no mention of a turbo manifold.

Related Posts:
Lotus Integrated Exhaust Manifold
Project NEF: Lotus 3.0 litre supercharged V6
Proton and Lotus Engineering develop Proton GEN2 Eve Hybrid Concept

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LED lighting technology

Audi R8 Headlamps

While we are still arguing over whether xenon headlamps should be legal or not, the whole world has moved on with the latest in automotive lighting technology – LEDs. Some cars already have LED tail lamps – the most affordable one locally bein the Perodua Myvi. But Audi has been pioneering the use of LEDs for frontal lighting.

Audi has already made LED lighting a daytime running light option for some of it’s cars – the R8, A5, S5, S6 and the A8. LEDs can also be used as turn signals, but something new is clusters of LED lights used for low beam and high beam lights.

An LED headlamp from Audi uses a cluster of 54 LED light sources grouped together as a single light source. A single LED head lamp assembly consists of a few modules. The low-beam headlight module uses an array of four LEDs for each of the upper and lower reflector shells with range and light/dark boundary via the plastic lens from three arrays of two LEDs.

The high-beam headlight reflectors use one array of four LEDs per reflector shell, the turn signals use 8 yellow high-performance LEDs, and finally the daytime running light strips: 24 white Advanced Power TopLEDs with optical fibers for homogeneous illumination. The headlamps also have two cooling fans built into them, but they are not to cool the LEDs, instead they push the heat from the LED forwards to melt ice or snow stuck onto the lense.

Advantages that LED technology has over halogen or xenon bulbs are smaller size, increased durability, increased lifespan and low energy consumption. LEDs are also more flexible in the sense that the arrays can be configured in such a way that the classic headlamp shape is no longer necessary, thus giving the designers abit more room for creativity. Audi is confident that LED lighting will take over as the primary light source in vehicles in the future.

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2007 Mitsubishi Lancer: The New 4B11 Engine

Lancer Engine Bay

Since the new 2007 Mitsubishi Lancer is coming soon, I decided to dig up some details on the new GEMA engine under the hood. The previous Lancer that is on sale on our market now uses the all-familiar 1.6 litre 4G18 engine, similar to the one that we used to find under the hood of our Proton Waja, with one of the few minor difference is that the Waja uses a 4-speed auto while the Lancer uses a CVT.

The new 2007 Lancer has it’s engine upped to 2.0 litre, putting it head to head with the Civic 2.0. The new GEMA engine is a joint venture project between DaimlerChrysler, Hyundai and Mitsubishi. Hyundai has yet to use the GEMA engine in any of it’s cars, while DaimlerChrysler’s now-sold-off Chrysler used it as it’s flagship 2.0-2.4 litre.

The GEMA engine is called the 4B1x series in Mitsubishi terms, and the 2.0 litre model that we will see in the 2008 Lancer is the 4B11, with the Lancer Evolution getting the 4B11T. It is probably the first time a non-Sirius engine has been used in a Lancer Evolution. All Evolutions, from the Evo I to the Evo IX used some variant of the Sirius 4G63T, with the latest in the Evo IX getting MIVEC variable valve timing.

Lancer EngineThe 4B11 is a 4-cylinder DOHC engine with MIVEC variable valve timing on both intake and exhaust valves, making it somewhat equivalent to Toyota’s Dual VVT-i. In it’s US market application, it makes 152 horsepower at 6,000rpm (143 horsepower in California because of higher emission regulations) and 198Nm of torque at 4,250rpm, with 176Nm available from 2,500rpm. The 4B11 uses a new aluminium cylinder block as well as an aluminium cylinder head. A timing chain is used instead of a timing belt.

While most engines are usually either bore-biased (rev-happy) or stroke-biased (better torque), the new 4B11 is a “square” engine – it has a bore and stroke that both measure 86mm, giving a good balance of rev-happiness and good torque. It uses as compression ratio of 10.0:1, but can still use RON92 (87 AKI) fuel.

The MIVEC system uses valve overlap to reduce pumping losses under normal conditions, but under high engine speed conditions where maximum power is needed, intake valve closing time is retarded to allow for larger air volume. In a similar high load condition but at low engine speeds, intake valve closing is advanced instead, ensuring sufficient air volume, but exhaust valve opening is retarded to provide a higher expansion ratio and improved efficiency.

To ensure stable idling, valve overlap is eliminated during idle conditions. As previously mentioned, this version of MIVEC can adjust both intake and exhaust valves independently for maximum flexibility in valve control.

Mitsubishi has employed a 4-point inertial axis system with cylindrical hydraulic engine mounts on the left and right sides to help reduce engine vibration, ensuring smooth and quiet operation. On the right side mount where the engine is, a lightweight, high-rigidity squeeze-cast aluminium bracket helps reduce engine noise under acceleration. On the left side where the transmission is, a similar lightweight, high-rigidity plate bracket made of steel helps reduce gear noise. For the front and rear engine mounts, a custom-tuned insulator helps control both idle vibration and acceleration shock.

The engine can be mated to either a 5-speed manual gearbox or a CVT transmission with 6 virtual gears that are selectable using paddle shifts on the steering wheel. Mitsubishi picked 6 gears (in reality because they are unlimited to pick from, you could have 50 CVT virtual gears if you wanted) because it offered the best balance of ease of use, sporty driving, and flexible performance.

The 5-speed manual is an improvement over the old 5-speed transmission – the third and fourth gears now use double-cone synchronisers for smoother shifting and a new honing process was used to reduce noise. The gear ratios have also been adjusted to suit the torque curve of the new engine.

Lancer ShifterThe CVT transmission’s ratio range is from 2.349 to 0.394, with infinite variations in between, which gives wider ratios than the previous 4-speed auto that had a ratio spread of 2.842 to 0.712. A much higher achievable overdrive ensures good fuel economy and lower engine speed for highway cruising. The INVECS-III software in the CVT customises shift patterns on the fly to match the acceleration and brake patterns of the driver. If you select the L mode, the INVECS-III software shifts to allow for more engine braking if the car has to go down slopes.

Something alot of people miss when switching from conventional fixed ratio gearing to CVTs is the lurching feel when you floor the pedal from a stand still. The way a CVT-equipped car starts may be interpreted as sluggish by our minds – this is known as the rubber band effect. INVECS-III can simulate this lurching that the driver expects.

Anyway, this engine looks like a very modern engine with a gearbox combination that promises to be great for both city and highway driving. You’ve got ample amounts of torque from a low 2,500rpm for a comfortable city drive, plus a CVT to keep the revs at the sweet spot. You’ve got a good low maximum overdrive ratio of 0.394 for good highway fuel economy and a relaxed low engine speed cruise. Finally, for whenever you feel like driving spiritedly, there are the paddle shifters.

On paper, the Lancer’s drivetrain sounds good. An invite for the launch, Mitsubishi Malaysia? :)

UPDATE: Look at two videos after the jump explaining some technical details on the 4B11 as well as it’s matching INVECS-III CVT gearbox, thanks to reader Rikeys.

Related Posts:
2007 Mitsubishi Lancer spotted on the LDP!
2007 Mitsubishi Lancer in Malaysia – Q3 2007?
New 2007 Mitsubishi Lancer specs and photos revealed
[Read more...]

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GKN unveils new Vector-Drive rear axle for BMW

BMW LogoGKN Driveline has unveiled a new rear axle for rear-wheel and all-wheel driven vehicles called the Vector-Drive rear axle, and it’s first application will be in upcoming BMW cars.

GKN Driveline worked with BMW’s gearbox supplier ZF to develop the Vector-Drive rear axle. Vector-Drive uses two Torque Vectoring hardware units per axle to provide the requested vectoring torque by a superimposition planetary gear set electronically controlled at the ZF system level by an electric motor actuated clutch.

The Vector-Drive axle’s actuator hardware basically consists of a wet clutch and a two-stage ball ramp mechanism to achieve the accuracy within the required response time. The gears of the planetary gear set are only active when needed. This improves fuel efficiency. The wet clutch is designed for high thermal capacity and low drag torque.

Torque vectoring is basically what happens when a driveline actively increases the rotational speed of one axle to enhance handling. Think of it as the reverse of what stability control does – selectively braking an individual wheel to affect handling, instead of that you shift more power to another wheel.

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Mercedes Benz DiesOtto inline-4 engine concept

Mercedes Benz DiesOtto Diagram
Click image above to enlarge diagram view

DaimlerChrysler has revealed details on what could be the successor to the current 1.8 litre E18 M271 used as Mercedes Benz’s flagship inline-4 engine. Quite a few car manufacturers have been combining the best qualities of both a petrol engine and a diesel engine, and this is DaimlerChrysler’s attempt called the DiesOtto concept.

This 1.8 litre DOHC inline-4 engine with variable valve control can produce 238 horsepower and 400Nm of torque, but consumes less than 6 litres of fuel per 100km – not on a small car but in the current Mercedes Benz S-Class!

Instead of the M271′s Kompressor supercharging, the DiesOtto uses turbocharging combined with direct injection. Now this is where the diesel characteristics come in – there is a special controlled auto ignition mode during low to medium engine speeds on low loads which ignites the air-fuel mixture through compression alone without spark ignition – this is called homogeneous combustion. For better emissions, the DiesOtto engine has a standard three-way catalytic converter

The DiesOtto will not be available in the market anytime soon, instead DaimlerChrysler will slowly be adding features from the DiesOtto concept to it’s production inline-4 engine one by one until the full concept is realised.

Technologies such as direct injection are already in production, and my guess is the next step would be for the Mercedes Benz inline-4 engines to go the turbocharging route instead of using a supercharger.

Have a look at the related posts below to read about engines with similar concepts being developed by other car manufacturers.

Related Posts:
Homogeneous Charge Compression Ignition
Volkswagen gives sneak preview of future engine projects
Mercedes Benz inline-4 engines: M266 vs M271

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New alternative transmission technologies

Most of you have heard of all of the mainstream gearbox types – the classic manual, the slushbox torque converter automatic, the automated manual with a computer controlled clutch, the dual clutch automated manual, and finally the continuously variable transmission. That’s not all there is to transmission technology though, as there are a few smaller engineering companies out there with some innovative ideas of their own.

More after the jump.
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Volkswagen sneak preview of new engine projects

Volkswagen LogoVolkswagen currently has a few futuristic engine projects running concurrently – one is a diesel engine that uses some petrol engine properties and another is a petrol engine that uses some diesel engine properties.

It calls its experimental diesel engine a “Combined Combustion System”. It’s a diesel engine that can run on synthetic fuels, uses air-fuel mixing style of a gasoline engine, 70% exhaust gas recirculation to reduce NOx emissions, low CO2 output and virtually no soot. This will be road ready within the next 10 years.

The petrol-powered engine uses a special compression ignition system at low engine speeds to help improve fuel economy and emissions. It ignites the air-fuel mixture through high compression using the piston alone, without any spark.

Fuel economy could improve by 17% using this method compared to a conventional spark-ignition system, but at medium to high engine speeds conventional spark ignition is used. This is similar to Honda’s Activated Radical Combustion technology, which also works at relatively lower engine speeds of below 4,000rpm.

Volkswagen is also working on a hybrid engine as well as a fuel cell engine, but it’s executive director for group research Jürgen Leohold did not comment on that matter, instead preferring to focus on the new enhancements to both petrol and diesel technology. “Diesel and petrol engines have had long evolutions, but there is more to be gained,” he said.

Source

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Mitsubishi Lancer Evolution’s new S-AWC system

Mitsubishi S-AWC System
Click to enlarge

The new Mitsubishi Lancer Evolution will have an updated version of Mitsubishi’s S-AWC (Super All Wheel Control) all-wheel drive system. An improvement over the old system is the new addition of ASC (Active Stability Control), which adds to the existing ACD (Active Center Differential), AYC (Active Yaw Control) and Sport ABS (Sport Antilock Brake System) components, as well as yaw rate feedback control.

All four systems work together to provide the Lancer Evolution driving experience, managing torque and braking force to each of the four wheels with precision. There are three operating modes – TARMAC for dry and paved surfaces, GRAVEL for wet and gravel surfaces and SNOW for snow-covered surfaces. Most will probably drive it in TARMAC mode most of the time.

ACD (Active Center Differential)

This system uses an electronically-controlled hydraulic multi-plate clutch which optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between free and locked states to optimize front/rear wheel torque split. This produces the best balance between traction and steering response.

AYC (Active Yaw Control)

Active Yaw Control adjusts torque in the rear planetary gear differential to limit yaw movement. This enhances cornering performance. AYC also has an LSD-like effect on the rear diff, suppressing rear wheel slip to improve traction. This new version of AYC improves on the version in the Lancer Evolution IX by adding a yaw rate sensor as well as brake force control.

ASC (Active Stability Control)

As I’ve mentioned before, this is something new in the S-AWC system. It manages torque and brake force at each wheel, and has a brake pressure sensor at each wheel to allow more precise control. It’s basically the new Lancer Evolution’s version of stability control systems like DSC and ESP. The system can increase braking force on the inside wheel during understeer and on the outer wheel during oversteer situations in concert with torque transfer management for better cornering performance.

Sport ABS (Sport Anti-lock Braking System)

This is a special ABS system tuned for sporty driving, serving a function similiar to any other ABs system – it prevents the wheels from locking under heavy braking.

Related Posts:
Mitsubishi reveals Twin Clutch SST gearbox
[Read more...]

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