P

MR
VG
VG VG
VG
 ..........................................................................................................................................

...............................................................................

............

...................................................

...........................................................

2003 IAA & i .............................................

i ................................................................................

i ................................................................................

i ................................................................

....................................................................

CAE ..........................................

....................................................

2004 1 25
MITSUBISHI FCV
 COLT ........................................................................

....................................

................................................................

....................................................

2003 ...........................................

EV 2003 ............................................................................................

........................................................................

...........................................................................................................................

Euro NCAP .............................................................................Herbert Wagner

.......................................................................................................................................

...........................................................................................................................................

eK ..............................................................................................................................................

PM .........................................................................................................................

PM .............................................................................................................

.......................................................................................................................................................

2003 1 6

Tel 044-587-2388 Fax 044-587-2967 e-mail : [email protected]

CONTENTS

FOREWORD .........................................................................................................................Akira Kijima

SPECIAL CONTRIBUTION

Methodology for Research Enabling ...................................................................................Hiromitsu Ando

TECHNICAL PAPERS

Research on Aerodynamic Drag Reduction

Masaru Koike Tsunehisa Nagayoshi
by Vortex Generator .....................................................................
Naoki Hamamoto

Study of Engine Cooling Technologies for

Tomoki Nishino Hiromichi Senba
Knock Suppression in Spark Ignition Engines ................................
Nobuaki Murakami

Gear Whine Analysis with Virtual Power Train .................................Tadashi Takeuchi Kazuhide Togai

NEW TECHNOLOGIES

Development of “ i ” Concept Test Car for

2003 IAA and 2003 Tokyo Motor Show ................................Yoshinaka Kawakami Takanori Yoshii

Hayami Nakagawa Yoshinobu Matsumura Shigeru Ito

Development of Mitsubishi “ i ” Body ............Akio Shiratori Masahiro Yoshida Koji Fujii
Hisao Mori Satoshi Yanagimoto Kazuhiro Ueshiro

Hiromichi Kawai Hiroshi Fujise Yutaka Nishikawa

Development of Mitsubishi “ i ” Chassis .............
Kiyoshi Ohshima Hiroshi Kojima

Development of Hirofumi Higashi Kuniaki Kaihara Hideki Miyamoto

Mitsubishi “ i ” Powertrain ......................Masayuki Takagaki Kazuteru Kurose Satoshi Yoshikawa
Hideo Nakai Masayuki Yamashita

Fuel Cell Vehicle Technology Trends and

Eizou Tabo Noriaki Kuzuoka
MMC Initiatives ...............................................................................
Morihiro Takada Hiroaki Yoshida

Evaluation of CFD Tools Applied to

Toyoshige Shibata Hideo Matsui
Engine Coolant Flow Analysis ....................................................
Masao Tsubouchi Minoru Katsurada

Photo on first page

The Mitsubishi FCV, a fuel-cell vehicle based on the Mitsubishi GRANDIS, was used in public-relations
activities for the Osaka International Women’s Marathon, which took place on January 25, 2004.
Development of Occupant Classification System for
Advanced Airbag Requirements ..................................................................................Shigeyuki Nozumi

Development of Energy-Saving Air-Conditioning System

Kenji Aya Kazuo Yanagimoto
for New COLT ...................................................................................
Masaru Kadoi Junichi Murozono

Vehicles Evolving in the Ubiquitous Network Epoch

Masayoshi Ito Kenshin Tsuchiyama
– Today and the Future of Telematics Services – .........................
Yoshihiro Goi

Weight Reduction Technology for Improved Yoshinobu Matsumura Shinichi Ogawa

Handling Performance of LANCER EVOLUTION ..................Hideyuki Takaishi Koichi Ishihara
Yuusuke Kimura Koji Fukumoto

Yoshiaki Sano Hiroki Fukatsu

Development of New In-Vehicle Communications System .................Yoshitaka Yahata Kunihiro Sakai
Ryoichi Hino Takahiro Arashida

Toshiyuki Abe Tatsuya Takasugi

Development of New Generation Diagnosis Functions ........................Hiroshi Kono Toshiki Fukaya
Yoshiaki Ito

TECHNICAL TOPICS

Development of PAJERO EVOLUTION Rally Car for

2003 Dakar Rally ........................................................................Yoshihiko Ototake Shuusuke Inagaki

Tohru Urano Keiichi Kaneshige

Shikoku EV Week 2003 ..............................................................
Hiroyuki Hayakawa Katsuhiko Sugiura

Taro Tsukamoto Noritaka Matsuura

Development of Tire-Pressure Monitoring System ...................
Toshihiko Yamazaki Moriyasu Matsuno

Technological Trends in North American Markets ...................................................................Hideki Hada

Euro NCAP and Improvement of Vehicles Safety Performance .........................................Herbert Wagner

NEW PRODUCTS

New GRANDIS .............................................................................................................................................

New ENDEAVOR .........................................................................................................................................

eK·CLASSY ..................................................................................................................................................

CANTER “Ultra-Low PM Model” ................................................................................................................

SUPER GREAT “Ultra-Low PM Emission Diesel Vehicle” ........................................................................

NEW TECHNOLOGIES PRESENTED ....................................................................................................

On 6 January 2003, Mitsubishi Motors Corporation spun off its truck and bus operations to form a new company,
Mitsubishi Fuso Truck and Bus Corporation. Beginning in 2004, the companies are publishing the Mitsubishi
Motors Technical Review and Mitsubishi Fuso Technical Review independently of each other. Contact details for
inquiries about the Mitsubishi Fuso Technical Review are shown below.

Technical Administration Department, Quality and Technical Affairs Office, Mitsubishi Fuso Truck and Bus
Corporation
Tel +81-44-587-2388 Fax +81-44-587-2967 e-mail : [email protected]
 Further Refinement and Evolution of
Core Technologies through Global Interaction

10 5
3

MITSUBISHI FCV

3
GDI
GDI

i
1 ASV
MITSUBISHI FCV

IT
 Methodology for Research Enabling

Hiromitsu Ando

99 1

IT

99
1 1
99
99
1

(1)

(2)
(3)

21
COE Center of Excellence
 KPI

KPI Key Performance

Indicator
10

GDP

38

5,591
(1)
206
BP
Engines of
Innovation

21

21 4

(1)
(2) IT
(3)
(4)
(4)
(1) (3)

2003 COE Center of

Excellence (1) (3)
 (1) (3) (4)

COE

21 2004

IT

(2)
99

(3)

99 1

3
(1)

(2)
(3)

2
 (4)

(1)

1
(2) 1

(3)

1
(1)

(2) William L. Mirrer, Langdon Morris: Fourth Generation R &

D
(3)

(4) S MDN
 Research on Aerodynamic Drag Reduction by Vortex Generator

Masaru Koike Tsunehisa Nagayoshi Naoki Hamamoto

Abstract
One of the main causes of aerodynamic drag for sedan vehicle is the separation of flow near the vehicle’s rear
end. To delay flow separation, bump-shaped vortex generators are tested for application to the roof end of a
sedan. Commonly used on aircraft to prevent flow separation, vortex generators themselves create drag, but
they also reduce drag by preventing flow separation at downstream. The overall effect of vortex generators can
be calculated by totaling the positive and negative effects. Since this effect depends on the shape and size of
vortex generators, those on the vehicle roof are optimized. This paper presents the optimization result, the
effect of vortex generators in the flow field and the mechanism by which these effects take place.
Key words: Body, Aerodynamics, Aerodynamic Devices, Flow Visualization, Computational Fluid Dynamics
(CFD)

1
Flow around a sedan

CD 1.0
0.1
0.2 0.5
CD
CD
 Schematics of velocity profile around rear end Schematics of flow around vortex generator

(1)
VG VG
CD 1 VG
VG

VG

VG
(2)

(3)
VG VG
50 m/s

(2)
6 VG

VG
PIV Particle Imaging
Velocimetry CFD

VG

C VG
A dp/dx

A C B

VG

30 mm VG
VG 30 mm

25 30˚
(4)

(2)

2 VG
 100 mm
Location of vortex generators
Velocity profile on roof (100 mm upstream from rear end)

Effects of bump-shaped vortex generators

100 mm 2
VG 15 20 25 mm 3
5 mm
15˚
27˚
15 20 25 mm
20 25 mm CD

VG
CD 15˚ 0˚
VG
VG 15 20 25 mm CD
20 25 mm 0.006
VG
VG CD
CD 0.003
VG CD 0.006
VG
(2)
VG

2
15˚
6

VG
 Effects of delta-wing-shaped vortex generators

Total pressure distribution (upstream of rear spoiler)

PIV
Velocity distribution by PIV measurement

PIV
PIV
Measuring surface View
VG
point VG
2 VG 9(a) VG
9(b) VG
VG
VG (A)
VG (B)
VG VG
 CFD
Velocity distribution by CFD

CFD
Pressure distribution of vehicle (CFD)

CFD
Star-CD RNG k-ε

y+ 20 50
VG
PIV
CFD

∆ CD 0.004
∆ CL 0.013
VG CFD
Vorticity distribution behind vortex generators (CFD)
CFD
VG
VG VG

VG

VG
VG VG
 CFD
Velocity vectors around separation point (CFD)

CFD

VG

VG

(1)

VG (1) Hoerner, S. F., Fluid-dynamic Drag, Published by the Author,

1958
(2) Hoerner, S. F., Fluid-dynamic Lift, Published by the Author,
15 25 mm 100 mm
1985
1 100 mm
(3) Vol. 5, No. 9, 1983
(4) Hucho, W. H. Aerodynamics of Road Vehicles Fourth Edition
SAE International 1998

(2) VG
0.006

(3) VG
CFD VG
 Study of Engine Cooling Technologies for
Knock Suppression in Spark Ignition Engines

Tomoki Nishino Hiromichi Senba Nobuaki Murakami

4˚CA

Abstract
The gas temperature at the end of a compression stroke was calculated from measured cylinder pressure, and
was evaluated as an index of knock suppression effect. This method enables the potential of ignition timing
advance to be correctly estimated while eliminating influences such as individual differences in perception and
combustion chamber shape, even if it is smaller than the setting resolution. Reducing the gas temperature at the
end of a compression stroke effectively suppresses knock. Using a cooling technique which controls the trans-
fer of heat to gas before the combustion stage, we succeeded in achieving a 4˚CA spark advance in the engine.
Key words: Spark Ignition Engine, Knocking, Cooling

1˚ 30
30

114

4˚CA
 (2)

Ignition delay at low temperature oxidation reaction

Estimation of residual gas amount

In-cylinder gas average temperature and

end gas average temperature Livengood-Wu
History of ignition delay and Livengood-Wu integration

2
(2)
1.35
90 1.0

1 Livengood-Wu

(1)
Livengood-Wu
 Gas temperature at end of compression stroke
vs. knock onset timing

Process of rise in gas temperature

Cooling jacket structure in cylinder head

Coolant temperature and

average in-cylinder gas temperature

10˚BTDC

20 K
5K
3. 2
 Wall thickness of cylinder head combustion chamber

Comparison of
in-cylinder pressure analysis results

Cylinder head wall temperature

1˚CA
Slit cut between cylinders

1˚CA

0.5˚CA

1
 Effect of slit on wall temperature reduction

Temperature of piston top surface

Effect of slit on gas temperature reduction

Relation between piston top surface temperature,

gas temperature and knock

3 A B C
(3)

6 7K
7 8K 1˚CA (1) Livengood, J. C. & Wu, P. C.: Correlation of autoignition phe-
nomena in internal combustion engines and rapid compression
machines, 5th Symposium (International) on Combustion, 347.
(1955)
(2)
(1) B 68-667 2002 313
321

(2)

4˚CA
 Gear Whine Analysis with Virtual Power Train

Tadashi Takeuchi Kazuhide Togai

Abstract
Meshing transmission error (TE) is well known as a contributing factor of gear whine, but system-level predic-
tion of transmission error and quantitative analysis of dynamic meshing vibromotive force have not been ana-
lyzed adequately until now. This paper describes the use of a computer-aided-engineering (CAE) model for the
analysis of the dynamic gear meshing behavior and for the prediction of dynamic transmission error from the
input torque of the system. This paper also describes the analysis of a dynamic vibromotive force at a bearing
location where vibration is transmitted to the vehicle body. The gear whine critical frequency can be predicted
with the proposed method at an early stage of passenger-car development when no prototype is available.
Key words: Gear Whine, Meshing Transmission Error, Noise, Vibration, and Harshness CAE, Bearing Dynamic
Load, Gear Stress Analysis

CAE

TE
GUI

Romax Designer
 Modeling outline

MT
Model of manual transmission

Model of rear-wheel-drive drive-train

GUI
FF 5 MT

6
(1)
2
FE
2

NVH

Romax
 TE
TE measurement example
J. Derek Smith
Tooth meshing (J. Derek Smith)

Vibration transmission concept

TE
TE

TE

(2)

Analysis process

TE
MT

TE
 Static analysis example

Misalignment calculation results

Effect of differential-case stiffness manifested in calculated tooth-meshing misalignment

MT
TE
TE
TE
TE Calculated tooth-meshing TE values for front differential

TE

TE
 MT

250 Nm
TE 468 Hz 627 Hz
Calculated tooth-meshing TE values for individual speed gears

TE

TE

X Y
Z

MT 3 kHz
Modal shape analysis of manual-transmission model (3 kHz)

FR

modal flexibility
Analysis of modal flexibility of vibration resulting
from excitation by rear differential gear meshing

MT TE

MT

4 50 Nm
3 kHz 4
Variation in model resonance frequency with loading torque

Simulated and experimentally measured

dynamic loading on bearing

(1) Smith, J. Derek, Gear Noise and Vibration, Macel Dekker, Inc.
(1999)
(2) B. James, M. Douglas: Development of a Gear Whine Model for
the Complete Transmission System: Transmission & Driveline
System Symposium 2002 SAE 2002-01-0700
Calculated dynamic loading on bearing
(3) B. James, M. Douglas, D. Palmer: Predicting the Contact
Conditions for hypoid Gear Sets by Analysis and a Comparison
with Test data: Transmission & Driveline System Symposium
2002 SAE 2002-01-1045

FE
 2003 IAA i
Development of “ i ” Concept Test Car for 2003 IAA and 2003 Tokyo Motor Show

Yoshinaka Kawakami Takanori Yoshii

i small & surprising MR

1.0 L MIVEC

ADAC FIA
FIA EcoTest 5

Abstract
The “ i ” is a concept test car developed by Mitsubishi Motors Corporation (MMC) in line with a ‘small and sur-
prising’ theme. Built on a midship-engine/rear-wheel-drive (MR) platform, it combines a small body with
class-topping comfort and crashworthiness. Further, the “ i ” is the first vehicle in its class to earn five stars
(the highest score) for both fuel economy and emissions performance in the Federation International de
l’Automobile (FIA) EcoTest (as administered by the Allgemeiner Deutscher Automobil-Club (ADAC)). Factors
enabling this outstanding performance include an environment-friendly powertrain (this incorporates a 1.0-liter
MIVEC engine and a Mitsubishi Smart Idling System), minimal weight (achieved through extensive use of
plastics and aluminum in the body and chassis), and maximized aerodynamic performance.
Key words: Motor Show, Light Weight, Low Fuel Consumption, Concept Car

2009
JAMA EU
CO2 140 g/km

Passion
Performance
Exterior
Perfection
3
Ausstellung
1

2003 60 IAA Internationale Automobil i

 2003 IAA i

Interior

Aluminum space frame

MR
MR platform

Lightweight suspension system

Packaging (1)

(1) MR

35
(2)
(2)
(3) IT

MR

MR

4
 2003 IAA i

Testing of full-size vehicle in wind tunnel

Newly developed engine

Airflow over roof spoiler

(3) ADAC FIA EcoTest

Results of FIA EcoTest administered by ADAC

(5)
CD 0.24 ADAC FIA EcoTest
EURO4 3
(4) CO2 90 g/km 89 g/km
i 3.8 L/100 km
CVT 5
(6)
i

1.0 L 3 DOHC 12

CO2

MIVEC
EGR LCA Life Cycle
Assesment
50 kW/6,000 rpm 92 Nm/3,500 rpm

IT

14
(1)
 2003 IAA i

Functions of information key Operating method for information key

(3)

(2)

MR

FM/AM

ADAC

ETC
 i
Development of Mitsubishi “ i ” Body

Hayami Nakagawa Yoshinobu Matsumura Shigeru Ito

Akio Shiratori Masahiro Yoshida Koji Fujii

Hisao Mori Satoshi Yanagimoto Kazuhiro Ueshiro

CO2

i
CD

Abstract
Recently, the technology to develop a vehicle body with high strength, high rigidity and light weight has become
increasingly necessary for the automotive industry to improve crashworthiness and reduce CO2 emissions. This
paper presents one of the solutions from Mitsubishi Motors Corporation (MMC) to meet the above demands.
MMC developed a lightweight aluminum space-frame body with a view toward mass production at relatively
low cost, and applied it on the Mitsubishi “ i ”. In addition, the aerodynamic characteristics of the body shape
were fine tuned for reduced driving resistance, which successfully achieved very low drag (CD).
Key words: Body, Aluminum, Space Frame, Weight Reduction, Aerodynamics, Life Cycle Assessment

CD

1 i

60
 i

Cross-sectional view of
extrusion forming dash lower cross member

i
Space-frame of “ i ”

One-piece side member

Types of space-frame members

(1)
Through-hole structure

1
i

6000 1
A6N01 (2)
 i

Schematic diagram of high-vacuum die-casting molds

Front pillar Pressings

MIG-YAG YAG
4 kW 280 A 4 kW

3 m/min
t 4 mm
AC4C

5000

(3)

6000
An example of welds on aluminum alloy
MX699
MX699
MIG-
YAG
MIG
YAG
(1)
MIG
TIG i
YAG 1 mm

MIG TIG 1.5 mm

 i

mm 0 0.5 1.0 1.5

MIG-YAG
5 kW, 125 A, 18 V
0.8 m/min

YAG
5 kW
0.8 m/min

Gap allowance

MIG-YAG
Specifications of coaxial MIG-YAG hybrid laser head

400 100 100 mm

5 kg

5 kW

300 A

145 mm

1 1

0.6 mm

MIG-YAG
Appearance and cut model of coaxial MIG-YAG hybrid laser head

MIG-YAG
Schematic of coaxial MIG-YAG hybrid laser head Welding process simulation

MIG
3 2

i MIG-
YAG
 i

SPR
SPR joining process

(2) SPR

SPR
SPR Static rigidity: “ i ” body vs. steel body

CAE
CAE analysis of static rigidity

1
NCAP4 3

110 kg

i
 i

CAE
CAE analysis of crashworthiness Crash box

Image of crash box behavior in crash

i 1/4 1/1
500
CD 0.24
i
1/4
CD Study of roof rear-edge shape using 1/4-scale model

(1) i
CD
CLR
 i

A
Visualization of airflow around A-pillar Visualization of airflow around side mirror

Visualization of airflow around front fender Visualization of airflow around rear fender

i 4

10 (3)

A CD

A CD 20

CD
(2)
i (4)

CD

CD 1
 i

Undercovers CO2

Lifecycle CO2 emissions comparison (case study)

Aluminum recycling case study

90 0 0
90 50 50
90 90 90

LCA

Inventory analysis for lifecycle assessment

LCA

i
CO2

LCA
CO2
CO2 Lifecycle CO2 emissions comparison
i
CO2

i
CO2 2

CO2 1.3 km
0.8 km CO2
i i CO2
110 kg

CO2 2 km CO2
 i

CO2

CO 2
i

CO2

CAE
 i
Development of Mitsubishi “ i ” Chassis

Hiromichi Kawai Hiroshi Fujise Yutaka Nishikawa

Kiyoshi Ohshima Hiroshi Kojima

Abstract
The main aims in developing the chassis for Mitsubishi “ i ” were to achieve the lightest weight and the lowest
running resistance. The “ i ” development team also sought to satisfy the performances generally required of
passenger car chassis and to make the design structurally consistent with the vehicle’s peculiarities. To reduce
weight, the team mainly replaced conventional steel parts with aluminum parts and some with plastic parts. To
reduce rolling resistance, the team concentrated on minimizing wheel bearing McPherson struts for the front
suspension and De Dion axle with Watts linkage arrangement for the rear suspension was employed to maxi-
mize handling stability. The use of light extruded aluminum shapes for the front suspension frame and rear axle
beam also yielded a functionally efficient structure.
Key words: Chassis, Suspension, Aluminum, Plastics, Brakes, Tires, Weight Reduction, Running Resistance
Reduction

(1)

CO2
(2)
2
i
i
 i

Lightweight parts of front suspension

(1)

MR

Lightweight parts of rear suspension

(2) (1)

(3)
FF
(2)
 i

Plastic antiroll rod

Changes in scuff characteristics of rear suspension

CAE
Stress distribution under tension (CAE)

Variation in yaw-angle speed

when left and right inputs are in phase

Front brake caliper

(3)
3

(1)
(2)
30 (3)

(1) (2) CAE

(3)
3
 i

Maximum required pedal pressure

during brake fade

Front brake disc rotor

0.8 G
Pedal stroke (with 0.8 G braking)

Rear brake drum

60

145/65R15
175/55R15
 i

CAE
CAE model of front steering knuckle

CAE
CAE model of front suspension frame

CAE

40 kg
 i
Development of Mitsubishi “ i ” Powertrain

Hirofumi Higashi Kuniaki Kaihara Hideki Miyamoto

Masayuki Takagaki Kazuteru Kurose Satoshi Yoshikawa

Hideo Nakai Masayuki Yamashita

i 1.0 L 3 DOHC 12
MIVEC
EGR 50 kW/6,000 rpm 92 Nm/3,500
rpm

ADAC FIA EcoTest

5

Abstract
The powertrain of the “ i ” uses a 1.0-liter, three-cylinder, 12-valve DOHC gasoline engine that was newly
developed with the aim of achieving ultra-low fuel consumption and comfortable ride quality. The lightweight
technologies and high-efficiency technologies, such as the Mitsubishi Innovative Valve Timing & Lift
Electronic Control System (MIVEC) and exhaust gas recirculation system, incorporated in this new engine
deliver a high power performance of a 50 kW/6,000 rpm maximum output and 92 Nm/3,500 rpm maximum
torque in addition to extremely low fuel consumption. The Mitsubishi Smart Idling System that automatically
turns off the engine during short stops instead of letting it idle and allows the engine to restart very quickly is
another eco-friendly feature of the powertrain. In conjunction with the ultra-lightweight body and chassis and
advanced aerodynamics of the body design, this idling-stop system helped the Mitsubishi “ i ” to gain the
world’s first five-star rating in both the fuel consumption and emissions categories of the FIA EcoTest, an envi-
ronmental performance test carried out by the Allgemeiner Deutscher Automobil-Club (ADAC).
Key words: Engine, Low Fuel Consumption, Weight Reduction, Idling Stop

2
CVT
i CO2 3
NOx

i
3 CO2 90
g/km EURO4 3
 i

Engine specifications

NEW ENGINE 4A31 3G83

IL3-1.0L IL4-1.1L IL3-0.66L
Displacement (cc) 999 1,095 657
Bore x Stroke (mm) 72 x 81.8 66 x 80 65 x 66
S/B ratio 1.14 1.21 1.02
Cylinder block
191 187 161
height (mm)
Cylinder block
286 312 244
length (mm)
Engine weight (kg) 67 85 72

Cylinder head bolt tightening force

versus bore deformation

MIVEC EGR
Piston shape
Effects of exhaust MIVEC and EGR systems on fuel consumption

EGR 8
IL3

i
999 cc 72 mm 81.8 mm 60
3
4

(1)
30 25

660 cc
7 PVD
(2)
3 1

EGR
NOx

MIVEC 15
MIVEC MIVEC (3)
2.5 4 DOHC MIVEC 50 kW/6,000
 i

MSI
Operating logic of MSI system

Fuel-economy effects of new technologies

External view of engine

D
OFF
OFF D
Engine performance ON

rpm 92 Nm/3,500 rpm

(2) MSI

OFF BSG
0.2 sec BSG

i IPU Integrated intelligent Power drive

14 V Unit 30 Nm
Belt-driven Starter Generator BSG 8 V
Mitsubishi Smart Idling system
MSI
(1) MSI
SW OFF
 i

Fuel consumption during open-road driving

System configuration

BSG
Specifications of BSG

Engine startability

(3) MSI

10 15
10 15 10.7
Fuel-economy benefits proved
in 10·15-mode test

CVT
D 30

OFF 10 15
10
(4)
MPI
3

3
ISS-ECU ISS Idling Stop System
-ECU IPU CAN BSG
 i

Vehicle startability Noise level during engine startup

Engine startability just after stopping of vehicle

Shock just after engine startup

0.56 sec BSG 0.30 sec

BSG (6)

0.6 sec
BSG
BSG IPU

(5)
0.12 0.07 G 0.05
G
(7)
300
13 400 rpm
dB BSG
 i

HEV FCV

FIA EcoTest
Vehicle vibration during engine shutdown 5
i

Evaluation of test drive

(8)
BSG

i 1.3
1.5 L
 Fuel Cell Vehicle Technology Trends and MMC Initiatives

Eizo Tabo Noriaki Kuzuoka

Morihiro Takada Hiroaki Yoshida

MITSUBISHI FCV MFCV

Abstract
Using the Mitsubishi GRANDIS as the base vehicle, Mitsubishi Motors Corporation (MMC) developed a fuel
cell vehicle named MFCV (short for Mitsubishi Fuel Cell Vehicle). The MFCV is powered by
DaimlerChrysler’s newest hydrogen fuel cell system, which employs Ballard fuel cell stacks. MMC plans to
conduct trials with a view to gathering data on MFCV’s driving characteristics on public roads and on its usabil-
ity with hydrogen filling stations. Selected portions of the test information will be made accessible to the public
in real time via an MMC website by means of telematics technology.
Key words: Fuel Cell Vehicle, FCV, Hydrogen Fuel Cell, JHFC, Telematics, Vehicle Homepage, Maintenance
Garage

2003
JHFC
1994 DC FCV
FCV Fuel Cell Vehicle
NECAR1 http://www.mitsubishi-motors.com/corporate/about_us/
1990 technology/environment/j/fcv.html

FCV
9 FCV 1998
2002
JHFC Japan Hydrogen & FCV
Fuel Cell Demonstration Project http://www.jhfc.jp/
2002 5
8 FCV
DC FCV
MITSUBISHI FCV MFCV FCV
FCV
 History of MMC’s FCV research

Output density and effective energy density

of each power system

FCV
DC
FCV NECAR1 NECAR2
F-Cell DC
F-Cell FCV

DC

1991 DC

2000 DC
2002
 MFCV
MFCV system layout (side view)

F-Cell MFCV Nabern

F-Cell and members of MMC’s MFCV development group
(Nabern, Germany)

MFCV
MFCV major specifications

2,000 kg
5
140 km/h
150 km
MFCV
PEFC MFCV system layout (exploded view)
68 kW

35 MPa
3
117 L

65 kW
210 Nm
MFCV

DC F-Cell
MFCV
DC
2003 5 DC Nabern 3
MFCV
2003 8
MFCV
MFCV
31
360 MB
PEFC 68 kW

MFCV

35
MFCV 2003 5 MPa 39 L 3 117 L
 2
0.3 MPa

MFCV
MFCV

MFCV
MFCV meter cluster

MFCV
4 75
4

MFCV

(1)
2 2 MFCV
MFCV safety equipment
3
1 8

1
(2)

MFCV
1.5

(3) MFCV 2003 11

2
98 m/sec

FCV

(4) JHFC
15 MFCV
200 km
 VHP
http://www.mitsubishi-motors.com/corpo-
rate/about_us/technology/environment/j/fcv.html

DC F-Cell
MFCV 2004 1 2003
MFCV as support vehicle in
Osaka International Ladies Marathon (January 2004) 10

(1)

(2)

2003 5
FCV maintenance garage
MFCV DC
EV

MFCV 2003

Web VHP

LAN CAN
 CAE
Evaluation of CFD Tools Applied to Engine Coolant Flow Analysis

Toyoshige Shibata Hideo Matsui

Masao Tsubouchi Minoru Katsurada

Abstract
Many automobile manufactures now evaluate coolant flow in water jackets using computational fluid dynamics
(CFD) technologies. Compared to conventional experimental methods, CFD methods provide clearer and more
detailed data on flow velocities and pressure contours. In addition, automatic mesh generation tools now avail-
able help reduce the time taken for building meshes indispensable to this type of analysis. This paper evaluates
some software tools for CFD analysis of engine coolant flow.
Key words: Engine Component, Computational Fluid Dynamics, Computer Aided Engineering, Simulation

Combinations of automatic mesh-generating software and solver

1 SCRYU/Tetra*1 SCRYU/Tetra*1
2 HEXAR STAR-CD
3 CATIA/CAE STAR-CD
*1

CFD
Computational Fluid Dynamics

CFD
2 3
3
1.5 L 4

CFD
 CAE

Calculation conditions

0.25 m/s
4.28 10–3 m3/s)
1.00 10–4 m

998.2 kg/m3
20
1.002 10–3 kg/m·s

7 STAR-CD

SCRYU/Tetra

Calculation model 1

CAD

SCRYU/Tetra CATIA/CAE
4.5 mm

HEXAR
CATIA/CAE

167
CFD

CFD

SCRYU/Tetra
CATIA/CAE STAR-CD
2/3 CFD
CAD
 CAE

Comparison of automatic mesh-generating software packages

SCRYU/Tetra HEXAR CATIA/CAE

1,898,313 3,407,482*1 1,674,276

*1
499,874 3,773,408 384,789
*2 *3
2 56 1.3

*4
800 500 167

*5
*6

CAD

*1
*2
*3 20
*4 2 GB
*5
*6

Comparison of calculation time of solvers Comparison of performance and features of solvers

SCRYU/Tetra STAR-CD SCRYU/Tetra STAR-CD

SCRYU/Tetra HEXAR CATIA/CAE

*1 *2 *1
21 435 33 1,300 195
*1
280 5,795 309 450
360 MB 1,826 MB 1,450 MB
*2
*1
*2 48

*1 2 GB
*2

CFD
 CAE

Comparison of velocity distortions

 CAE

CFD

CFD

CFD

Comparison of pressure contours

2. 4
 Development of Occupant Classification System for
Advanced Airbag Requirements

Shigeyuki Nozumi

FMVSS208
2003 9

Abstract
United States Federal Motor Vehicle Safety Standard (FMVSS) No. 208, which specifies performance require-
ments for the occupant crash protection, was recently upgraded to require every passenger vehicle to be equipped
with an automatic airbag suppression system for protection of children on the front passenger seat. (The revised
standard applies to vehicles produced from the beginning of September 2003.) Mitsubishi Motors Corporation
(MMC) thus developed an occupant classification system (OCS) that accurately determines the need for airbag
suppression in accordance with the weight on the front passenger seat. The new OCS not only complies with
the revised standard but also provides a high level of practical usability in diverse environments.
Key words: Safety, Occupant Protection, Occupant Classification, Advanced Airbag

2
FMVSS208 1990

2000 5

Out Of Position ECU

OOP
OOP
(1)

2
 Overview of advanced airbag requirements

4 4

ECU
(2) ECU
ECU
ECU
ECU
Body size class identification
for children and small adults
OFF

(3) (1)

(2)

(3)
ECU
 Advanced airbag system configuration

Advanced airbag system control flow

(4)

(5)

(6)

Structure of seat with OCS sensors 1

 Inspection flow and traceability

1
 COLT
Development of Energy-Saving Air-Conditioning System for New COLT

Kenji Aya Kazuo Yanagimoto

Masaru Kadoi Junichi Murozono

ON 10

Abstract
Mitsubishi Motors has developed a new energy-saving air-conditioning system for compact cars. This innova-
tive system incorporates a high-efficiency scroll compressor, which is controlled automatically according to
ambient temperature, the driver’s selection of fresh-air/recirculation mode, and solar radiation, and is highly
effective in reducing power consumption. It saves energy and fuel by improving the refrigeration-cycle effi-
ciency (through the use of high-efficiency component parts) and by preventing excessive cooling. Bench tests
showed a 10 % reduction in annual fuel consumption with the newly developed air-conditioning system activat-
ed. This paper describes the system’s specifications and the technologies with which the abovementioned
improvements were achieved.
Key words: Passenger Car, Air-Conditioning, Control, Energy, Efficiency, Energy-Saving

COLT

CO 2 NO x HC

1
(1)

(2)
(3) ECU
 COLT

System components

Energy-saving process

(1)
COP
Coefficient of Performance

ECU

CFD
 COLT

External view of new scroll compressor

Benefits of improved air-conditioner compressor

Cross-ectional view of new scroll compressor

CFD
CFD simulation

COLT
ECU CAN Controller Area Network

COLT (2)
(1)
OFF
COLT
 COLT

Benefits of improved air-conditioner unit Benefits of improved condenser

ECU
Integration of air-conditioner and meter-cluster ECUs into single unit

CAN ECU
ECU

(2)
COLT

COLT CAN

(1) ECU CAN

ECU
ECU
ECU

ECU
 COLT

System block diagram

Energy-saving control of compressor

(3)
COLT ECU CAN

ECU
ECU
 COLT

Compressor torque prediction flow

CAN
ECU

23
21
COLT 30
ON 8 TEWI Total Equivalent (1)
Warming Impact 90 cc/rev 60 cc/rev
 COLT

Fuel efficiency (km/L): new COLT vs. competing vehicles

35
Cabin temperatures during air-conditioner operation
(with ambient temperature of 35 ˚C)
CO2

10 ON
COLT

CO2

(1) MSC-
25
CA Vol. 39 No. 2 p. 84 87
Fuel-consumption benefits
(with ambient temperature of 25 ˚C) 2002

(2)

(3) ECU

40 km/h
100 km/h
 Vehicles Evolving in the Ubiquitous Network Epoch
– Today and the Future of Telematics Services –

Masayoshi Ito Kenshin Tsuchiyama Yoshihiro Goi

1
Vehicle Home Page

Abstract
This paper outlines various telematics services available today in the vehicle market in Japan where ‘ubiquitous
society’ has become a common term. The paper also describes the trend of research and development in
telecommunications-based information services for vehicle drivers in Japan and overseas. Mitsubishi Motors is
now conducting research and development on Internet-based vehicle information exchange and sharing sys-
tems, which are collectively called ‘Vehicle Home Page’. This paper outlines the concepts of such system.
Key words: Electronics, Navigation, Information System, Telematics, Vehicle Home Page

iT-Dion
2003
IT

Telecommunication
Informatics

IT

IP

Vehicle Home Page

VRM Vehicle Relationship Management
CRM Customer
Relationship Management
 (1)

Overview of telematics services (Source: Roland Berger)

3G
FOMA CDMA2000 1X
2002

G-BOOK

1990
MONET 1,000
HMI
G-BOOK

DVD-ROM
3
NTT

i
2002 3 1DIN

5 HMI
10
DVD
IP
DVD
2003 5
2003
2002 10
G-BOOK
3G

G-BOOK
2003 9 G-BOOK G-BOOK
2003 2 G-BOOK
2003 1 2003
6
2002

G-BOOK
2003 9
3
2003

2004 G-
BOOK

(1) 2005
G-BOOK

(2)
G-BOOK

(3)

VICS
VICS
CRM
VICS
VICS G-BOOK

2003 2

(2)

IT

eSafety 10

E-Call
ADASE
 Overseas information support projects using wireless communication technologies

-2002 2003- 2008-

E-Call HMI
eSafety

FCD GPS

ISA Galileo

E911

511
ITS 10

OnStar

FCD Floating Car Data ISA Intelligent Speed Adaptation

(3)
ITS

FCD
ETC
2004 2003 8 135 DSRC
ISA DSRC
ETC
2008 2006
GPS 2003
GALILEO
2002 1 ITS 10

2002
100
GPS ITS
E911 511
E911 511
2004 ITS
2005

GM OnStar

40 90
VICS
 Japanese information support projects using wireless communication technologies

-2001 2002 2003 2004 2005 2006 2007 2008

40

VICS VICS 90 VICS

3G

ETC ETC 135 ETC

DSRC

ITS
ITS-WC

ITS-WC ITS World Congress ITS

(3)
ITS

ITS MMC
MMC’s proposed experimental system for the InternetITS project

VHP
Vehicle Home Page
4. 2
web
4. 3
ECU web
VHP
 Test conditions

1,200 km

13 10

320*240 1

NTTDoCoMo DoPa
FOMA

web
web

web

Vehicle Home Page

Vehicle Home Page

System overview of Vehicle Home Page

Vehicle Home Page

iT-Dion
“iT-Dion” system configuration

iT-Dion
MFCV Vehicle
Home Page

iT-Dion MFCV
2003 5 http://www.mitsubishi-motors.com/corporate/about_us/
2003 technology/environment/j/fcv.html

web
 Network system configuration

(1) The
Automotive Newsletter [Navigator] Roland Berger 2001 11

(2) IT
http://www.tmpc.or.jp/new/h150128
DSRC LAN 3G .pdf 2003 1 28
(3) ITS
2003 5
 Weight Reduction Technology for
Improved Handling Performance of LANCER EVOLUTION

Yoshinobu Matsumura Shinichi Ogawa Hideyuki Takaishi

Koichi Ishihara Yuusuke Kimura Koji Fukumoto

Abstract
To be exceptional in all aspects of vehicle dynamics, a high-performance car like the LANCER EVOLUTION
must be well balanced in weight, in addition to having excellent powertrain and suspension performances. In
order to maximize the effect of weight reduction enhancements on the LANCER EVOLUTION’s handling per-
formance, Mitsubishi Motors Corporation considered employing an aluminum material for the roof, the highest
part of the vehicle. This paper describes the aluminum roof forming and joining technologies we developed in
order to reduce vehicle weight.
Key words: Aluminum, Weight Reduction, Joining Technology

1992
WRC
2004
2 MR

6000
45
4
 Effect of aluminum roof

Roof forming analysis model

Crack at front corner shown by roof forming analysis

Structure of aluminum roof

S P R

T O X

TOG-L
-LOC

Possible methods for joining panels of different metals

CAE

SPR
 Static joint strength offered by individual joining methods Results of corrosion test cycle

SPR Results of outdoor atmosphere exposure test

Fatigue strength of SPR

(1)
SPR 1

(2)
SPR 10 7

SPR
(1)
(1)

(2)
4. 4 (1)
 Analysis model for thermal deformation

A–A’

Effect of bead at edge of roof

SPR
SPR Blind rivet

SPR

SPR
 70 mm

Static joint strength and fatigue strength of blind rivet (2)

(3)

Static rigidity of body-in-white

(1)

45

(2) SPR

Noise at center of front seats

(3)

(1) (4) CAE

3 mm 1.3
(1)
54 2002/02
 Development of New In-Vehicle Communications System

Yoshiaki Sano Hiroki Fukatsu Yoshitaka Yahata

Kunihiro Sakai Ryoichi Hino Takahiro Arashida

CAN Controller Area Network

ECU
ECU ECU

Abstract
Beginning with the new COLT, Mitsubishi Motors Corporation (MMC) has introduced into its products a new-
generation in-vehicle communications system based on the Controller Area Network (CAN) protocol. The new
system achieves a far higher transmission rate and greater reliability compared with the former MMC commu-
nications system. In addition, the system realized various significant advantages such as fewer harness circuits,
improved functionality and performance of individual electronic control units (ECUs), and enhanced ECU diag-
nosis functions by including all major ECUs and sensors.
Key words: Multiplexing, Communication System, Diagnostics

CAN

SWS CAN Controller Area Network

Smart Wiring System BOSCH ISO11898
SWS

ECU 1 Mbps

CAN

CAN
ID

CAN ID
 CAN
CAN frame format

Message reception process

CAN

SWS CAN
ECU 1
CAN System configuration (in GRANDIS)
500 kbps CAN A/T
ECU 4WD ECU ASC Active Stability Control
ECU CAN ECU
ECU ETACS Electronic Timer & Alarm Control System ECU
ECU MDS Multi Display Station KWP2000 on CAN
Key Word Protocol 2000 ISO15765
5 kbps SWS ETACS

ECU ECU ECU

SWS
CAN
CAN ECU ECU
200
300
 Overview of communication signals (in GRANDIS)

ECU

4WD ASC ETACS MDS

A/T
S R R
IDLE S R
S R R R R
S R R
S R
S R R
S R R
S R
S R
4WD S R
S R
ASC R S
R S
SW R R S
4WD R S
R S
ASC S R
R S
R S
S R
R S R
R S
S R
R S
ON R S
R S
A/C R S
S R
S R
ACC R R S R
IG1 R S R
R S
R S
R S
ALL R S
R R S
R R S
Beep R R S
A/C R S
S Sender R Receiver

CAN ECU

CAN
 Wakeup control time chart

Sleep control time chart

(4)
W4

1
(1) 1

(1) 1 0

W1 (2)
(2) CAN

W2 S1
(3) (3)
W3
 Diagnosis function

ECU
DTC
ECU
ECU ECU
Example of wiring topology trouble
DTC
2 ECU

1 ECU
CAN Diagnostic trouble codes stored in each ECU

ECU-A ECU-B ECU-C ECU-D

CAN
ECU-C ECU-C ECU-A ECU-A

ECU-D ECU-D ECU-B ECU-B

S2

ECU

ECU

ECU
ECU

JC
1
CAN
ECU-A ECU-
B ECU-C D CAN
ECU-A ECU-C D
ECU
ECU ECU
ECU ECU
JC JC
ECU

ECU

A/T
ECU
 Flow of software development for communications system

30 70

ECU
ECU

Function customization screen

(example showing wiper-related functions)
ECU
ECU

ON 8
(1)

ETACS MDS

ECU
 Fault modes checked by open-/short-circuit tests

1 CAN_H CAN
2 CAN_L
3 CAN_H CAN_L
4 CAN_H 12V
5 CAN_L 12V
6 CAN_H GND
7 CAN_L GND
8 CAN_H CAN_L

ECU
RAM CAN
(1)
Vol. 57 No. 6 2003

1 ECU

ECU ECU

CAN Non-
Return-to-Zero
ECU

ECU CAN
 Development of New Generation Diagnosis Functions

Toshiyuki Abe Tatsuya Takasugi Hiroshi Kono

Toshiki Fukaya Yoshiaki Ito

CAN Controller Area Network CAN

KWP Key word Protocol 2000 on CAN
MUT Multi Use Tester -3 Pro-METS Mitsubishi ECU Test System for Production

ECU
ID

Abstract
Mitsubishi Motors Corporation (MMC) has developed the following new functions for diagnosing electronical-
ly controlled systems:
• “CAN Bus Diagnosis Function” for diagnosing the controller area network (CAN) communications bus
• “MUT-III/Pro-METS” (Multi-Use Tester III/Mitsubishi ECU Test System for Production), a software devel-
opment tool compatible with the new communications protocol “KWP* 2000 on CAN”
MMC has also developed the following functions for utility applications, not limited to diagnosis:
• An ECU variant coding function to minimize ECU types
• An ID data read function to ensure parts traceability
*
KWP = Keyword Protocol
Key words: Multiplexing Diagnostics, Electronic

E-tester
CAESAR Common Access to Electronic Systems of
CAN Automotive Requirements E-
tester DC

E-tester
Pro-METS MUT-3 CAN CAN
MUT-3 ECU
KWP2000 on CAN
Pro-METS MUT-3 ECU
 Pro-METS

CAN
ECU
Pro-METS

(1) CAN ECU

(2)

(3)
(4) ECU

(5) ECU Pro-METS

System overview of Pro-METS

MUT-3 V.C.I. Vehicle

Communication Interface

V.C.I.

ECU
MTT Mobile Test Terminal
LSS Line Side Station
MTT

Pro-METS

KD Pro-METS
Variations of Pro-METS

1
LSS
2 LSS 1
LSS MTT IEEE802.11x LAN
3
KD
 MUT-3 CAN
MUT-3 CAN bus diagnosis

ECU CAN
CAN
ECU MUT-3
CAN
ECU CAN_H
MUT-3
CAN_L ECU

CAN Pro-
MUT-3 METS CAN
V.C.I. MUT-3
MUT-2

MUT-2 ROM Pro-METS MUT-3 DC

E-tester
D/B MUT-3 Pro-METS MUT-3
HDD E-
ROM tester CAESAR DC
MUT-3

Pro-METS

KWP2000 on CAN

1 ISO9141 K-
LINE
CAN
CAN 2 CAN
ISO15765
KWP2000 on CAN
 DTC Diagnosis Trouble Code
DTC SAE 2

OBD On-Board Diagnosis

ECU
CAN

CAN
ECU ECU

CAN ECU

ETACS Electronic Time Alarm and Control System

ECU

ID

ECU
No.
 2003
Development of PAJERO EVOLUTION Rally Car for 2003 Dakar Rally

Yoshihiko Ototake Shuusuke Inagaki

2001
4WD
T2

2003

2
1 1 3

2003
1979 25 PAJERO EVOLUTION rally car
at 2003 Dakar Rally finishing line

Minimum vehicle mass by engine swept volume

cc 4WD kg 2WD kg
1 3
1,600 1,300 920
1,600 2,000 1,525 1,040
1983 20 2,000 2,500 1,600 1,100
8 3 2,500 3,000 1,675 1,160
3,000 3,500 1,750 1,220
3,500 4,000 1,825 1,280
4,000 4,500 1,900 1,340
4,500 5,000 1,975 1,400
5,000 5,500 2,050 1,460
5,500 6,000 2,125 1,520
6,000 6,500 2,200 1,580
6,500 7,000 2,275 1,640
7,000 7,500 2,350 1,700
7,500 8,000 2,425 1,760
8,000 2,500 1,820

4
 2003

Key features of new PAJERO EVOLUTION rally car

10.5
4
32 mm
6G74 MIVEC

4WD VCU
LSD

VCU 250 mm
6
 2003

Drivetrain structure

Air path

20

Air path of tire-pressure control system

1 300 800 km
 EV 2003
Shikoku EV Week 2003

Tohru Urano Keiichi Kaneshige

Hiroyuki Hayakawa Katsuhiko Sugiura

EV
EV 6
EV EV
EV

1,200 km

EV
ECLIPSE EV

EV
Major specifications of ECLIPSE EV
EV
mm 4,450
100 kW
mm 1,750
355 V 95 Ah
mm 1,310
kg 1,515
2
E V
5 M/T

EV km/h 180

kW 100
Nm 250
2003 8 19 AM 6:30
1,200 km mm 300 200
22 AM 11:30 EV kg 47
Li-ion
Ah 95
V 355
mm 388 175 116
kg 14.5
24

1,500 m
12 km 2,400 m 5 7.5
 EV 2003

EV Ekiden route

Battery level changes on Mt. Fuji Skyline road

5
Mt. Fuji Shin-Gogome
Trans-Shikoku routes

Altitude changes on Mt. Fuji Skyline road

100 12 km
14 80 km/h
12 km 3 2,000 m

EV
EV
2,400 cc

6 EV
 EV 2003

Shikoku mountain route (Mt. Tsurugi)

EV
Electricity consumed by ECLIPSE EV
in each main route section

EV

EV

EV HEV
Comparison of energy consumption rates
FCV
between ECLIPSE EV and accompanying gasoline vehicle

33
67 200 kg
2,000 m EV
33

1,200 km

EV
 Development of Tire-Pressure Monitoring System

Taro Tsukamoto Noritaka Matsuura

Toshihiko Yamazaki Moriyasu Matsuno

1995 ABS
System configuration

ENDEAVOR
ID

ID
ID ID

ENDEAVOR

ENDEAV-
OR
1
 Specifications

174 kPa

220 kPa

433.92 MHz

1 1

1 1

Sensor/transmitter unit on wheel

Production process

4
ON

ENDEAVOR ID
ENDEAVOR

ID

ENDEAVOR ID

ID
OFF
 ENDEAVOR

ID
Automatic identification-code reader

ID
 Technological Trends in North American Markets

Hideki Hada

2001
NAFTA automotive markets (2001 data)
1 2,000
100 11.4 2.5 1.9
100 17.1 1.6 0.7
100 221.5 17
42,116 2,778

2010 OECD
Road Safety
Vision 2010
1998 TEA-21 2008 2010 1996 2001
2003 30
9 2002 2010 2,100

SAFETEA 95
2004 2009 6 40
2,474 20
NHTSA 2003
8,000
ITS
NHTSA
NHTSA 1978 NCAP

NHTSA

2000 11 TREAD

2003 NHTSA

2002 3 8,356
4 2,850 30
193 431
 NHTSA
Main NHTSA projects

ITS

ABS
Driver Distraction

NHTSA
18
Data on Mitsubishi vehicles mentioned in NHTSA accident databases
OEM 3

FARS Fatality Analysis Reporting System 2,552

4
NASS-CDS National Automotive Sampling System
513
Crashworthiness Data System 5,000
230
SCI Special Crash Investigation 16
200
CIREN Crash Injury Research & Engineering Network 2

890 1,520
NHTSA
15 1
1 34 2002
17

8 31
2002 949
NHTSA SUV
6 AAM
5
2002 4 NHTSA
9

2000
2003

2002 NHTSA
 IVI
R&D mission for IVI program

HMI GM Ford
Ford GM

Ford GM Nissan Toyota

DaimlerChrysler Ford GM
Navigation Technologies
Toyota
ACC GM Delphi
HMI Visteon AssistWare
NHTSA
Virginia Tech University IEEE
2002 1 IEEE

IEEE SAE
NHTSA 2005 2003 2
2003 7
2006 SAE

3
ITS

1990 ITS

2004
6
2003 ITS 1 2,100
ITS 1 3,500

ITS IVI
1999 ITS

ISO9000
ITS

SAE 100

ISO/TC22/SC13/WG8 Virginia Tech

100

ITS
NHTSA FHWA
NHTSA VSC
NHTSA DSRC
 OBD

MRDA

FHWA
FHWA’s intersection accident prevention system NAFTA Technical Report
3 9 2

FHWA AAM Alliance of Automobile Manufacturers

VII DSRC Dedicated Short Range Communication
ITS FHWA Federal Highway Administration
VII IEEE Institute of Electrical and Electronics Engineers
ITS Intelligent Transportation System
IVI Intelligent Vehicle Initiative
VII NCAP New Car Assessment Program
NHTSA National Highway Traffic Safety
FHWA Administration
OBD On-Board Diagnostics
SAE Society of Automotive Engineers
DSRC SAFETEA Safe, Accountable, Flexible, and Efficient
Transportation Equity Act of 2003
TEA-21 Transportation Equity Act for the 21st Century
ITS ITS VII Vehicle-Infrastructure Integration
VSC Vehicle Safety Communication
DSRC

ITS
ITS
 Euro NCAP
Euro NCAP and Improvement of Vehicles Safety Performance

Herbert Wagner

European Commission
17 500
16
16
Euro NCAP
European New Car Assessment Program Safety 2
3 37

Euro NCAP

1 8
9 16
17 24
25 32
33

Euro NCAP
1996 Phase 1
Phase 12 2003 9

1 1 Phase Phase
Nuro NCAP Phase
Phase 8
Phase 9
40
64 km/h 50 Phase 10
km/h Phase 12
NCAP

29 km/h Phase

Euro NCAP
 Euro NCAP

Euro NCAP
Assessment methods and newly covered technologies by Euro NCAP phase

Phase
1

2
Volvo S40
5
6
7
Renault Megane I
8

9
Runault Laguna
10 SBR

Mercedes Benz C-class

11
12
Toyota Avensis

Phase 7 Megane I Phase 12 Carnival

Phase 8

Phase 10 C-class Phase 1 3 1996 1997

Phase 4 7 1998 1999

Phase 8 12 2000 2003

Phase 11
Euro NCAP

Phase 10 & 12 Phase

Phase 11

Euro NCAP Euro NCAP

1 2 1 5
1996 Phase 1 Phase 12
7 165 MG41
Phase 1 Phase 9a Phase 11
Phase 2 1
S40
2001 Phase 9 Laguna
 Euro NCAP

Euro NCAP
Euro NCAP assessment results

PCVP Production Car Crash Safety Performance Euro NCAP

Verification Program

Euro NCAP
TNO
7 PCVP

10 MRDE

Euro NCAP

Euro NCAP Technical Working

Group TWG

Euro NCAP

MRDE

Euro NCAP
MRDE Mitsubishi Motor R&D Europe

Euro NCAP 1
Child Protection Rating

Euro NCAP
 Euro NCAP

vs
F1
Primary Safety New Car Assessment Program 2010
P-NCAP

1996 Euro NCAP 7

Herbert Wagner
 New GRANDIS

2003 5 3
1983
4

21

(2)
3

(1)

LED

(1)

100 mm

3
5.5 m 16

(2)

RISE
 (6)

6 DVD-MMCS
ISO-FIX AM/FM MD 6 CD

7
(3) 2.4 L MIVEC
2.4 L
MIVEC 2
UV

U-LEV

(4) 4WD CFC

160

4WD
4WD
2WD
4WD LOCK 3

UA-NA4W
(5) 2WD 4WD
mm 4,755
mm 1,795
mm 1,655
kg 1,620 1,700
m 5.5 16 5.8 17
10·15 km/L 11.4 11.0
4G69 MIVEC
SOHC 16 4
kW PS /rpm 121 165 /6,000
Nm kgf·m /rpm 217 22.1 /4,000
3
INVECS-II 4

215/60R16 215/55R17
RV
 New ENDEAVOR

SUV
(1)
SUV
ENDEAVOR 2003 3

SUV
SUV

(2)

SUV

(3)
SUV

SUV 8
 4

(5)
V6 3.8 L
4

(6)

81 L
(4)
DVD

LED

ENDEAVOR
LS XLS LIMITED
2WD 4WD
4 A/T
5
mm 4,830
mm 1,870
mm 1,769 1,784
mm 2,750
mm 1,600
mm 1,600
mm 211
6G75
cc 3,828
SOHC 24 6
HP/rpm 215/5,000
lbs-ft/rpm 250/3,750
ECI-MULTI

16
16
235/65R17
C&D
 eK·CLASSY

eK
2001 10 eK
2002 9 eK
eK 3

2003 5 26

eK
30
50 eK

eK
eK 2
eK

1
eK 3G83
3 eK
4

12 75

10 15 2WD 4WD
2010 2003

3
eK
 6 3
eK

4
eK
16 eK
8 RISE Reinforced Impact Safety
Evolution SRS
3

UV JNCAP
eK

2DIN AM/FM EBD Electronic Brake-force Distribution

MD/CD ABS Anti-lock Braking System
4

eK
ETACS
Electronic Time & Alarm Control System

eK
L
2WD 4WD
4 A/T
mm 3,395
mm 1,475
mm 1,550
mm 2,340
mm 1,295
mm 1,295
mm 1,830
mm 1,220
mm 1,280
kg 820 870
m 4.4
3G83
cc 657
SOHC 12 3
kW PS /min–1 37 50 /6500
Nm kgf·m /min–1 62 6.3 /4000
ECI-MULTI

3
13
7
155/65R13
A&B
 PM
CANTER “Ultra-Low PM Model”

2002 6 8 7

1
PM
2004 2
1 PM Particulate Matter
75

Ventilation
2
DPF OBD On Board
PM Diagnostics EGR
75 PM

. (2) DPF
2 Diesel Particulate Filter
PM
PM
(1)
4M50T

NOx PM
EGR
EGR
NOx (3)

PCV Positive Crankcase

 (4) LEV-6
NOx PM
(6)
FRM Fiber 4M50T
Reinforced Metal 4M42T T/M

3 INOMAT

(5) .
PM

FE70DB13 FE72DE63

2 3
mm 4,690 5,985
mm 1,695 1,890
mm 1,975 2,160
mm 2,500 3,350
mm 1,390/1,235 1,390/1,435
m 3,120 4,350
825 1,035
kg 2,000 3,000
kg 4,535 5,865
4M50T 3
cc 4,899
–1
kW PS /min 103 140 /2,700
Nm kgf·m /min–1 412 42.0 /1,600
5 M/T

205/70R16 205/85R16
LDT/LDE
 PM
SUPER GREAT “Ultra-Low PM Emission Diesel Vehicle”

1
2003 8
2003 4
’03 13
16
PM 75 PM
’03
16 PM 0.18 DPF
g/kWh
6 6M70T PM 75

(1)
5 6M70T
320 350 380 PS 3
PM
PM
MIQCS
EGR
EGR

PCV Positive Crankcase

Ventilation EGR

OBD On Board Diagnostics

320 PS 6M70T1 350 PS

6M70T2 380 PS 6M70T3
(2) DPF 15

DPF
8 LEV-6 TLEV

DPF (4)
PM
FT FU FS
FU FS

INOMAT T/M
FU FS GVW 25 380 PS
(3)

16 PM 75
PM
16
2005 3 1.5

6 2 2 6 2 2 8 4

FT50JVX2X FU54JUZ3X FS54JVZ3X FS55JVZ3X

mm 11,990
mm 2,490
mm 2,920 2,900 2,960 2,930
mm 7,550 7,220 7,480
mm 2,050 2,060
mm 1,845 1,855
kg 7,990 8,540 8,660 8,830
kg 11,800 16,200 16,100 15,900
kg 19,900 24,850 24,870 24,840
6M70T2 6M70T3
12,882
kW PS /min–1 257 350 /2,200 279 380 /2,200
Nm kgf·m /min–1 1,520 155 /1,200 1,618 165 /1,200

11R22.5-14PR 295/80R22.5 245/70R19.5

11R22.5-14PR 11R22.5-14PR 245/70R19.5
HDT/MDT
NEW TECHNOLOGIES PRESENTED

’03. 5. 5 Theoretical Analysis and Proposition of a Technique to SAE 2003 Noise & Vibration
Reduce a Self-excited Vibration of Automotive Shock Conference and Exhibition
’03. 5. 8 Absorber

’03. 5. 28 A Study on Aeolian Tones Generated From Square 9th AIAA/CEAS

Cylinders with Rounded Corners Aeroacoustics Conference
’03. 5. 30

’03. 6. 16 The Fluctuating Wind Measurement of the Running Car 39th Annual Meeting of the
Subsonic Aerodynamic
’03. 6. 19 Testing Association (SATA)

’03. 8. 25 Theoretical Analysis and Proposition of a Technique to The 32nd International

Reduce a Self-excited Vibration of Automotive Shock Congress and Exposition on
’03. 8. 28 Absorber Noise Control Engineering
(Inter-noise 2003)

’03. 10. 27 Nox Absorber Catalyst Development for Mitsubishi 1.8 L Powertrain & Fluid Systems Danan Dou Delphi
GDI Application Conference & Exhibition
1.8 L-GDI NOx

’03. 11. 16 Development and Public Road Evaluation of Mitsubishi 10 ITS

ITS-ASV 2003
’03. 11. 20 Mitsubishi ITS-ASV

’04. 1. 12 Torque Vectoring Applied in the EVO Vehicles 5th All-Wheel Drive Congress
AYC Graz
’04. 1. 13

’03. 1. 14

’03. 2. 25

’03. 3. 10 Automotive IT Forum 2003 IT

Spring SCM IT

IT

’03. 5. 19 A Study for Fast Analysis Method of Vehicle Structure for 18th International Technical
Offset Crash Conference on the Enhanced
’03. 5. 22 Safety of Vehicles
 NEW TECHNOLOGIES PRESENTED

’03. 5. 19 Side Impact Sled Test Method for Investigation to Reduce 18th International Technical
Injury Index Conference on the Enhanced
’03. 5. 22 SLED Safety of Vehicles

’03. 5. 19 Airbag Deployment and Ocular Injuries of Occupants 18th International Technical
Conference on the Enhanced
’03. 5. 22 Safety of Vehicles

’03. 5. 19 The Safety Impact of Substituting Manual Operation of 18th International Technical
In-vehicle Tasks with Voice Control Conference on the Enhanced
’03. 5. 22 Safety of Vehicles 2003
ESV

’03. 5. 21

’03. 5. 22

’03. 6. 4 COLT
A&B

’03. 6. 5 CAE LMS 2003

’03. 6. 12

2003

’03. 6. 25 BTO 15 IT
’03. 10. 10 DMS SCM IT

PLM

’03. 7. 8 FLOWMASTER CRC

1 FLOWMASTER

’03. 7. 18 4 CAESEKI.com IT
IT

’03. 7. 28 Study on OH Structure in Turbulent Premixed Flames by 19th International Colloquium

PLIF on the Dynamics of
Explosions and Reactive
Systems in Hakone, Japan

’03. 8. 4 Passenger Car Acceleration Vibration Suppression Strategy

with Constraint Control SICE Annual Conference
2003 in Fukui

’03. 8. 25 Theoretical Analysis and Proposition of a Technique to The 32nd International

Reduce a Self-excited Vibration of Automotive Shock Congress and Exposition on
’03. 8. 28 Absorber Noise Control Engineering
(Inter-noise 2003)

’03. 9. 3 Development of Low Frictional Technology for Valve Train

37
 NEW TECHNOLOGIES PRESENTED

’03. 9. 17

’03. 9. 19

’03. 10. 12
146

’03. 10. 14 CAE SID-IIs

LS-DYNA & JMAG
’03. 10. 15 2003

’03. 10. 27
No. 03-61

2003

’03. 10. 27 W/G

IBEC2003 RV
’03. 10. 28 (A Study of Development Indices Established Quantification
of Road Load, A Study of Estimation of Vertical Road-load
Inputs Using the Vehicle Frequency Response Function)

’03. 10. 28 Molding of Cylinder Head Materials by the Lost-Wax IBEC2003

Casting Process Using a Gypsum Mold

’03. 10. 30
13

MCOR

’03. 11. 13

’03. 11. 14

’03. 11. 15

2003

’03. 11. 21

’03. 11. 27

2003

’03. 11. 27
 NEW TECHNOLOGIES PRESENTED

’03. 12. 2 CFD

CFD

’03. 12. 10 Adapting Lithium-ion Battery for Vehicle Propulsion

Applications 12

’04. 1. 5 ASV

’04. 1. 13

’04. 2. 6

’04. 3. 5
12

’04. 3. 18

E
’03. 1. 17

’03. 2. 1
News
Letter

’03. 2. 28

’03. 3. 20

’03. 6. 1
Vol. 57, No. 6, 2003 A&B

’03. 6. 1
Vol. 57, No. 6, 2003

’03. 7. 1
Vol. 57, No. 7, 2003
 NEW TECHNOLOGIES PRESENTED

’03. 8. 1
Vol. 57, No. 8

’03. 12. 1
Vol. 57, No. 12, 2003

’03. 12. 10
2004 C&D
1

’04. 1. 1
Vol. 58, No. 1, 2004 A&B

’04. 1 Proposal of Equivalent Road Roughness for Predicting JSAE Review

Structure-borne Road Noise Vol. 25, No. 1

’04. 1
24
 NEW TECHNOLOGIES PRESENTED

MMC

MMC

MFTBC

EGR MFTBC
EGR

MMC

MMC

MFTBC

CAE MFTBC

4 2.4 L MIVEC MMC

RV RV

6M61CNG MFTBC

MFTBC

MMC

AYC MMC

MFTBC
NEW TECHNOLOGIES PRESENTED

MFTBC

MMC

MMC

MMC

MMC

EVs! MMC

MFTBC
MIQCS

MMC

MMC
MFTBC
 e

–
–

g I