1、AUTOMOTIVE INTERNATIONAL. 2015 Passenger Car and 2014 Concept Car Yearbook From the Editors and Contributors of Automotive Engineering magazine 2015 Passenger Car and 2014 Concept Car YearbookOther SAE books of interest: 2013 Passenger Car Yearbook From the editors of Automotive Engineering (Product
2、 Code: ET-001) 2014 Passenger Car Yearbook From the editors of Automotive Engineering (Product Code: ET-002) Concept Car Year in Review: 2013-2014 From the editors of Automotive Engineering (Product Code: ET-003) We Were The Ramchargers By David Rockwell (Product Code: R-384) For more information or
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10、877-606-7323 (inside USA and Canada)724-776-4970 (outside USA) Fax: 724-776-0790Table of Contents v Preface .ix 2015 Passenger Car Yearbook 1 Acura TLX .3 Sportier TLX all about proportion and performance 3 Hondas new eight-speed DCT uses a torque converter .6 Acura RLX .7 Acura RLX Sport Hybrid has
11、 impressive economy . 7 Alfa Romeo 4C .10 Alfa Romeo finally returns to U.S. with 4C . 10 Audi TT 12 Audi TT designed for the digital-age driver .12 Audi pushes next-generation auto electronics .15 BMW i3 18 Heavy brake re-gen feel dominates i3 driving experience 18 BMW i8 . 20 BMW i8 puts light on
12、efficiency. 20 BMW M3 at 3900 rpm, you switch over to the short runner to keep a wider torque band, from about 1000-5000 rpm, ” Hargett said. Mated to the 2.4-L is the “worlds first” eight-speed dual-clutch transmis- sion (DCT) with torque converter (see article on page 6 to read more on this techno
13、logy). Though the TLX is larger and heavier than the outgoing TSX four-cylinder, its EPA fuel-economy ratings of 24 mpg city (+2 mpg), 35 mpg highway (+4 mpg), and 28-mpg combined, are better. A new 3.5-L V6 engine replaces the 3.5- and 3.7-L engines in the TL. The new powerplant gains 10 hp (8 kW)
14、at 290 hp (216 kW) and 13 lbft (18 Nm) at 267 lbft (362 Nm) compared to the previous 3.5-L unit. “ Although peak torque is up 4-5%, its up in some places by 12% for a flatter, wider torque band, ” Hargett said. Variable Cylinder Management automatically deactivates three of the engines six cylinders
15、 under light engine loads. TLX SH-AWD models also add a new automatic idle-stop feature, with a new 28-V Active Control engine mount that helps to reduce engine vibration during restarts; peak vibration is reduced by 27%, according to Hargett. Acuras first application of a nine-speed automatic trans
16、mission, developed with ZF, is mated to the V6. “Geared toward performance, the first seven gears are lower than the outgoing 6ATs sixth gear (2.067:1), and the top two gears are higher for better fuel economy, ” Hargett said. The 9ATs first overall ratio (gear x final drive) of 16.597:1 is 33% lowe
17、r, and ninth gears 1.690:1 is 18% higher. The front-wheel-drive TLX with V6 and P-AWS has an EPA fuel-economy rating of 21/34/25 mpg city/highway/combined (a 17% increase for highway vs. the 2014 TL with 6AT). The TLX SH-AWD is EPA-rated at 21/31/25 mpg (a 19% FE-ratings gain). Dynamic performance F
18、or the next-generation SH-AWD system, Honda engineers redesigned the entire system, including the rear differential, Hargett said. The new rear-drive unit is constantly overdriven by 2.7% (compared to 1.7% on the previous sys- tem), providing a greater torque-vectoring effect across a broader spectr
19、um of driving situations. “We spin the rear wheels 2.7% faster than the fronts; that effectively allows us to create that yaw moment at a 15-m radius vs. 21 m previously, which means at intersections, where people drive every day, ” Hargett explained. Despite the unit being much more compact and 25%
20、 lighter, “we didnt sac- rifice performance, ” Hargett stressed. “It still delivers 1200 Nm maximum during torque vectoring left or right, same as the outgoing TL SH-AWD rear differential. ” Engineers reduced the size of the unit by eliminating the electromagnetic clutches and the planetary gears th
21、at drive them and integrated the lubrication pump. A hydraulic actuator with single-motor design is employed. “The single electric motor controls a dual pump, which independently con- trols the hydraulic pressure to both the right and left clutches, ” he explained. The height of the system is reduce
22、d by 8%: “So the floor is now flat for the AWD customera huge complaint that we fixed, ” he said. Drag is also reduced by 2%. Engineers also made logic improvements to SH-AWD. “So in cornering and low to mid speeds, instead of just looking for a buildup of lateral gs in the car, as soon as the custo
23、mer moves the steering wheel we start torque vectoring in the rear, ” Hargett explained. “ And now for the first time in our conventional SH-AWD systems, for a highway lane changewith high speeds and smaller inputswe actually send torque to the rear inside wheel, creating a count- er-yaw moment that
24、 keeps the car from rotating. ” To improve slippery road performance, SH-AWD has been integrated with Vehicle Stability Assist (VSA). The systems now work cooperatively to optimize torque distribution. Up to 90% of available torque can be transferred to the front wheels during normal cruising. In ha
25、rd cornering and under acceleration, up to 70% can be directed to the rear wheels. Up to 100% of the torque sent to the rear axle can be applied to either the left or right rear wheel. The next-generation P-AWS (1st-gen system appeared on RLX) also features all-new hardware and logic. Key components
26、 of P-AWS include independent electrically assisted left/right toe-control actuators, special control arms and Chief Engineer Mat Hargett began work on the TLX program over five-and-a-half years ago: “I started by myself, literally reflecting on what were going to do, what two cars are going away, so we could set the positioning and targets and get the right technology to hit those targets.”
