Runge_Kutta

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United States Patent Application 20030234522
Thomas, Scott David
December 25, 2003

Automotive vehicle air bag system

Abstract

The present invention is for a vehicle having a passenger air bag system
for frontal impact restraint packaged within the passenger vehicle door.
The air bag system includes a gas emitting inflator for emitting inflation
gas upon receiving a signal of a frontal impact, a fill tube having a
first, fill end in fluid communication with the inflator to port the
inflation gas from the inflator, and an air bag module in fluid communication
with the fill tube and having an air bag cushion packed therein to
receive the inflation gas from the fill tube and deployable in the
interior space forward of the passenger seat upon the frontal impact.

Inventors: Thomas, Scott David; (Novi, MI)

General Motors Corporation

Filed: June 21, 2002
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2004-01-0037

Title: Optimization of the Stratified-Charge Regime of the Reverse-Tumble
Wall Controlled Gasoline Direct-Injection Engine

AUTHOR(S):
Gerald A. Szekely
Arun Solomon - General Motors Corp.
Ping-Ho Tsai - General Motors Corp.
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Document Number: 2004-01-0034

Title: Development and Optimization of a Small-Displacement
Spark-Ignition Direct-Injection Engine Part 2: Full-Load Operation

AUTHOR(S):
Andreas M. Lippert - General Motors Corp.
Sherif Hussein El Tahry - GM Research Labs
Mark S. Huebler - GM Technical Center
Scott E. Parrish - General Motors Corp.
Takahiro Noyori - (Suzuki)
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2004-01-0033

Title: Development and Optimization of a Small-Displacement
Spark-Ignition Direct-Injection Engine Part 1: Stratified Operation

AUTHOR(S):
Andreas M. Lippert - General Motors Corp.
Sherif Hussein El Tahry - GM Research Labs
Mark S. Huebler - GM Technical Center
Scott E. Parrish - General Motors Corp.
Takahiro Noyori (Suzuki)
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2004-01-0132 : Large, Complex Magnesium Chassis Structure Development

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Document Number: 2004-01-0832

Title: Free Expansion Bulge Testing of Tubes for Automotive Hydroform
Applications

AUTHOR(S):
Kuo-Kuang Chen - General Motors Corp.
Ronald James Soldaat - Dofasco Inc.
Rob Moses - Dofasco Inc.
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Document Number: 2004-01-0654

Title: Progress Toward a Magnesium-Intensive Engine: The USAMP Magnesium
Powertrain Cast Components Project

AUTHOR(S):
Bob R. Powell - General Motors Corp.
Larry Ouimet - General Motors Corp.
John E. Allison - Ford Motor Co.
Joy Adair Hines - Ford Motor Co.
Randy S. Beals - DaimlerChrysler Corp.
Lawrence Kopka - DaimlerChrysler Corp.
Peter P. Ried - Ried and Associates

Also see: ( http://www.tms.org/Society/Honors/20...tArea2002.html )

Light Metals Magnesium Technology Award

"The Relationship Between Microstructure and Creep Behavior in
AE42 Magnesium Die Casting Alloy"

Bob R. Powell, General Motors
Vadim Rezhets, General Motors
Michael P. Balogh, General Motors
Richard A. Waldo, General Motors
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http://www.sae.org/servlets/techSess...GROUP_CD=TSESS

High Performance Cars - A Passion for Performance - Design of the Next Corvette
and Cadillac XLR - GM Performance Leaders

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Here are some interesting papers concerning magnesium but not by GM.

2004-01-1261 : 2005 Ford GT Magnesium I/P Structure
2004-01-1043 : Warm forming of magnesium sheet metal
2004-01-0656 : High Temperature Mg Alloys for Sand and Permanent Mold Casting Applications
2004-01-1020 : Optimized Fluid Flow Pattern for Automotive Lightweight Component Castings
2004-01-0657 : Evaluation of High Temperature, Cast Magnesium Alloy, Front Engine Covers
2004-01-1486 : Development of a Structural Magnesium Instrument Panel
2004-01-0655 : Powertrain Components - Opportunities for the Die Cast AE Family of Alloys
2004-01-0137 : Evaluation of Thixomolded TM Magnesium Alloy Components for Structural
____________Automotive Applications
2004-01-0136 : Reliable Light Weight Fastening of Magnesium Components in Automotive Applications
2004-01-0131 : Robustness of Thin wall Large Magnesium Die Castings for Crash Applications
2004-01-0130 : A Case Study of a Die-Cast Magnesium Structure Supporting Transmission Shift
____________Mechanisms and Interfaced with other Structural Systems



[Modified by Runge_Kutta, 3:33 PM 12/26/2003]

C4FantaC

Im sure that AIr Bag in the door thing is because GM will not have to pay a royalty to the person who invented the steering wheel kind. After it kills a few people or lobs off body parts they will go back to the steering wheel kind.

Runge_Kutta

I may be wrong but the patent deals with the passenger side of the car rather than the
driver's side. C6 could use a trick like this. Since the C6 dash doesn't have the airbag
guide any more, maybe the bag deployment is from the right door panel near the door
hinge???

C4FantaC

I really doubt there will be any different wiring/trickery in C6 from the Cadillac they are the same car more or less.

rwd

Agree, and it seems to make some large assumptions about where the door is going to be at the time of and during the impact (from wherever it comes). Thanks for the post.

bobstoy

C4FantaC, as much as you appear to hate GM why don't you sever all relations with GM and then you can be happy.... Geeze

adamsocb

Will you be attending Runge? At least get us a copy of the paper as soon as you can. :cheers:

Runge_Kutta

No, I live in the San Francisco bay area. This session ought to be interesting and I
will be watching as more details arrive. I'm glad you noticed - I wasn't sure anyone
actually reads my data dumps. Take a look at this!!
http://www.sae.org/congress/highperformance/agenda/
http://www.sae.org/congress/exhibition/techschedule.htm

Runge_Kutta

More from the upcoming SAE congress in March 2004

GDI:
====
http://www.sae.org/servlets/techSess...ESSION_DETAILS
http://www.sae.org/servlets/techSess...ESSION_DETAILS
http://www.sae.org/servlets/productD...D=2004-01-1349

(These guys were researching the 3V GDI engine )
http://www.delphi.com/pdf/techpapers/2003-01-0062.pdf

Magnesium:
==========
http://www.sae.org/servlets/techSess...ESSION_DETAILS
http://www.sae.org/servlets/techSess...ESSION_DETAILS

Automatic Transmissions:
========================
http://www.sae.org/servlets/techSess...ESSION_DETAILS

Variable Valve Actuation:
http://www.sae.org/servlets/techSess...ESSION_DETAILS

Sheet/Hydro/Gas Forming:
========================
http://www.sae.org/servlets/techSess...ESSION_DETAILS

Other:
======

2004-01-0985
Development of a New 5.6L Nissan V8 Gasoline Engine
Masahito Shiraki, Hidetoshi Tokuno, Tsutomu Tanaka, Hitoshi Nakamura,
Yoshiyuki Moroi, Nissan Motor Co., Ltd.

2004-01-1580
Run Flat Tires - Accomplishments of the Goodyear-Michelin Joint Venture
Frank Philpott, Goodyear Tire & Rubber Co.; Francois Montfort, Manufacture
Francaise Pneumat Michelin; Richard Laske, Goodyear Tire & Rubber Co.

adamsocb

Wow that is quite a who's-who of the automotive HP world. Sometimes I wish I had gone SAE instead of the boring old electric utility field.

This one gets my blood going too:


[Modified by adamsocb, 7:41 PM 12/27/2003]

Runge_Kutta

http://www.sae.org/congress/exhibition/techschedule.htm

Notice the comment on the last link:

"Do you have question for one of the program participants? Send it via e-mail to: theater@sae.org. Your question will be answered during the Q&A portion of that portion of the program."

I think we should compile a list of technical questions for Dave Hill here!! What do you think??

Runge_Kutta

Technical Questions For Dave Hill (Thursday, March 11, 2004 - 1:30pm-3:30pm)

http://www.sae.org/congress/exhibition/techschedule.htm


1) By what criteria did you decide to apply lightweight materials
like aluminum, magnesium, titanium, carbon fiber, polycarbonate
to C6? With C5, the mantra was something like $10 per pound reduced.
Can we expect to see expanded use of titanium in the Z06 and ZL1?
How much weight can be saved by replacing the current body panels
with carbon fiber? How many pounds of magnesium, titanium, and
carbon fiber have been used in the various C6 models (Coupe, Convertible,
Z06). What were your weight goals for C6 and did you reach them?

2) What are your feelings on 4-speed versus 6- or 7-speed automatic
transmissions for C6? If a 500 hp or even 625 hp C6 were to be offered,
what is the best transmission solution for street use? Do you believe
that hybrid automatic/manual configurations are appropriate to C6?

3) Is it true that DoD was not offered on the base engine (LS2) because
of the sound of the exhaust?

4) What was the net weight and cost savings by moving to fixed
headlamps?

5) Now that EPA rules have begun to reduce sulfur to 120 ppm and will
soon reduce this to 30 ppm by 2006, does a SIDI engine seem appropriate
for C6?

6) (For Dave Hill and Dave Leone) The XLR is reputed to be able to
accomodate a production version of the XV-12. Is this also true of the C6?
If not, does this mean there are nontrivial differences in the two frames?

7) What is the history and thought process involved with the designing
of the hydroformed frame for C6? Given GM's preeminent role in hydroforming,
why were the XLR perimeter frame rails made of steel? For an aluminum
frame, do you worry about fatigue life or crash-worthiness? Which
alloy is used for the XLR frame? The C6 frame?

8) How much of a performance and weight penalty is incurred by using
run-flat tires rather than traditional tires aside for the spare tire
issue?

9) What was your approach to getting the Cd down to 0.28 and what
compromises in styling were made to drop below the C5's 0.29? When
you quote a Cd of 0.28, at what velocity is this value obtained?
Is there any variation of Cd as velocity (Reynolds number) changes?
What is the coefficient of lift as a function of velocity?

10) The C5 frame is very stiff. The bending stiffness was around 7,680
N/mm and the torsional stiffness was about 720kN*M/rad. What are the corresponding
numbers for C6? What are the first mode, torsional and bending frequencies for
C6 for the convertible and the coupe (open and closed roof)? What does the C6 frame
weigh and what did the C5 frame weigh? Was the C6 frame more expensive?

11) The C5 suspension was deemed remarkable because of where the car was
on the "Lateral acceleration Response Time" versus "Yaw Damping" plot
(the southwest corner). How have you gone about improving the handling
of C6 and does it inhabit a more favorable location on this plot? How
did you deal with the oil starvation problem that plagued the LS1 during
high-g manuevers?

12) Does C6 plan on making use of ceramic material for brake rotors and
what are the techical and cost issues associated with that choice?

13) To what extent did you feel constrained techically or stylistically
in the design of C6 by the tastes and sentiments of the vast Corvette following
in the U.S. as well as abroad?

14) The most persistent criticism of the C6 styling amongst the Corvette
faithful has been the front grille. Were there particular technical issues
like cooling and aerodynamics that favored this choice or was it largely a
styling statement?

15) What are the principal improvements in the 2V Gen IV engines over
the Gen III LS1/LS6 ?? How would you compare GM's Gen IV LS2, the Gen III
LS6, and the new 3V, Gen IV, Z06 engine to your competitors best 4V, DOHC, V8
engines in terms of performance [1) BSFC, 2) HP/ Vol, 3) HP/ Weight 4) Torque
bandwidth, 5) Internal friction, 6) BSHC + BSNOX, 7) Parts count,
8) Response, 9) Drivability] and value metrics [1) Investment cost,
2) Piece cost, 3) Parts count, a) Multifunctional components,
b) Vehicle component sets, c) Minimum maintenance design, d) Easy
servicability] ??

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16) You have been quoted as saying one of your proudest achievements
with the C5 was winning the J.D. Power, Initial Quality Survey in
2001 and 2002:
http://www.jdpower.com/awards/indust...ID=625&CatID=1
http://www.jdpower.com/awards/indust...ID=517&CatID=1

What efforts have you made to ensure a high quality C6 that avoids
nagging problems like steering column lock, rattling seats, engine
knocking and oil burning, etcetera that have plagued the C5? Will there
be an aggressive improvement program to remedy budding problems to
avoid having these problems linger for many model years?



[Modified by Runge_Kutta, 12:32 AM 12/29/2003]

SWCDuke

Excellent questions! Do you plan on attending? I'd be interested in the answers to any of your questions you are able to pose.

Regarding Q9, I doubt if there is much difference in Cd throughout the range of Reynolds numbers that a car is likely to see, however, ride height and assumed frontal area can have a big impact. For example, if the car is tested at "design" ride height (fully loaded) the Cd will be lower than curb weight ride height. Also, one can play games with frontal area, which is a "computed", not measured number. For a given measued drag, the higher the frontal area, the lower the Cd. For example, the car might be tested without the outside mirrors installed, but their area could be included in frontal area. Tire frontal area treatment can also be manipulated.


Duke


[Modified by SWCDuke, 8:56 AM 12/28/2003]

Runge_Kutta

Duke,

There's no way I can make it to Detroit for this congress. However,
I did submit the above questions yesterday. If people here want to add some
then either I could submit further questions or others can themselves. If
you can think of some terse and direct questions that would be appropriate to a
Q&A session of a conference, please include them here. Next, we need Dave
Hill to communicate his conference words to the forum.

-vet

Runge: The questions cover a broad area of knowledge. Some very pointed questions there to help better understand the problems and choices that confronted Dave Hill and his team in the development of the C6. Way better than "why was the shade of RED changed?" Seriously, I hope you get some answers as they would go along way in justifying the C6 facts that will be presented in detail soon.