3噸柴油動力貨車（轉向系統(tǒng)和前懸架設計）,柴油,動力,貨車,轉向,系統(tǒng),懸架,設計 目 錄 第一章 前言............ ............................1 第二章 轉向系設計.....................................2 §2.1 轉向系概述.....................................2 §2.1.1 轉向系的設計要求............................2 §2.1.2 轉向系概論..................................3 §2.2 轉向系設計.....................................5 §2.2.1 轉向性能與阿克曼幾何學..................10 §2.2.2 轉向系方案分析及確定.......................12 §2.2.3 轉向系主要性能參數(shù)的確定...................15 §2.2.4 轉向系的載荷驗算...........................19 §2.2.5 轉向傳動機構及優(yōu)化設計.....................20 §2.2.6 轉向橫拉桿設計與校核.......................23 §2.2.7 轉向節(jié)的設計...............................26 §2.2.8 轉向器及液壓助力裝置的設計.. . ............27 第三章 懸架設計.....................................41 §3.1懸架概述.....................................41 §3.1.1 懸架概論..................................41 §3.1.2 懸架的設計要求............................41 §3.2懸架的設計....................................41 §3.2.1 懸架的結構形式與方案分析.................41 §3.2.2 懸架主要參數(shù)的確定......................45 §3.2.3 彈性元件的設計計算....................... 46 §3.2.4 減振器的選擇與設計........................49 §3.2.5 橫向穩(wěn)定桿的設計..........................51 第四章 結論................................. .........52 致 謝.....................................53 參考文獻.....................................54 摘 要 隨著社會的不斷發(fā)展，人們對貨車的使用越來越頻繁，3噸小貨車的商用價值決定了它的市場定位和設計成本，所以設計時轉向系統(tǒng)和懸架設計是汽車設計中的一個非常重要的環(huán)節(jié)。本次設計在參考同類車型的基礎上，按照汽車轉向系統(tǒng)和懸架的設計方法，注重其實用功能，同時合理降低制造成本。先選擇了轉向系統(tǒng)和懸架結構形式，根據(jù)所給貨車的使用的具體情況， 結合設計要求，確定轉向角度﹑轉彎半徑﹑轉向的結構形式及轉向裝置各部分的結構和強度計算。懸架的結構形式﹑主要參數(shù)﹑導向機構﹑減振器和鋼板彈簧﹑橫向穩(wěn)定桿設計。使轉向系統(tǒng)和懸架滿足貨車的使用性能。 本次使轉向系統(tǒng)和懸架的設計再兼顧動力性和燃油經(jīng)濟性的基礎上合理地選擇了結構形式，使尺寸合理，便于安裝布置。而且可以用于其它車型，具有很廣泛的應用前景。 關鍵詞： 轉向系，懸架，循環(huán)球式，液壓 ABSTRACT Along with the continuously develop of the society, the people's usage to the truck is more and more multifarious, 3 ton the company of the small truck comes to a decision its market fixed position and design cost with the value Therefore, 3 ton truck design takes into account cross-country capability, but also pay more attention to comfort, safety and fuel consumption。 Suspension and steering system design of the automobile design, a very important component. The reference design similar models on the basis of the motor vehicles suspension and steering system design methods, Actually oriented functions, a reasonable lower manufacturing costs. First select a steering system and suspension structure, according to the 3 ton truck used in specific circumstances, with the design requirements, determining perspective shift﹑turning radius to form and the structure of devices to all parts of the structure and strength. Suspension structure﹑main parameters﹑oriented institutions﹑absorber and spring﹑horizontal stabilizer design. So that suspension and steering system meet the performance 3 ton truck. The steering system so that the suspension and re-balance between power and fuel economy on the basis of rational choice of the structure, make a reasonable size, the layout is easy to install. But can be used for other models, have a broad prospect。 KEY WORDS : steering system, suspension, recirculating ball , hydraulic 3 外文資料翻譯 “蝎子”運動汽車會燃燒汽油和氫 該150000美元的“蝎子”在行駛的過程中會產(chǎn)生氫氣。 得克薩斯州的公司提供了一個高端氫汽油跑車的照片希望在秋季上市。 不是使用燃料電池電源一個電動馬達，羅恩汽車公司的“蝎子”將有一個內部內燃機燃燒汽油和氫氣，實現(xiàn)40英里每加侖的燃料消耗量。 不像一個氫燃料電池車，“蝎子”的“氫需求”系統(tǒng)將不需要有高壓氫氣儲罐。也沒有一位司機需要尋找和填補氫氣加氣站。 相反，電力從“蝎子”的發(fā)電機發(fā)出了電荷通過水在一個儲罐，壓裂分子釋放氫氣，然后投入了汽車，羅恩解釋，麥克斯韋，總裁兼首席執(zhí)行官羅恩在馬蹄灣，德克薩斯州。 “這意味著，作為我們正在駕駛，我們正在制氫在實時性，以及混色等，它與汽油的比例為30 ％到40 ％ ， ”他說。 氫-汽油混合動力技術來自hydrorunner公司 。 “我們仍在使用汽油，但我們希望使用低于40 ％ ， ”麥克斯韋說。 “氫清除所排放的廢氣，它實際上是消耗碳，它是不完美的車，不是電動，但也可能是某種東西馬上要發(fā)揮作用了” 。 羅恩汽車展示了一個“蝎子”的工作原型， SAN的結構，周二在市中心的奧斯汀。 氫內燃機可以達到比30至50 ％更高的效率，超過一般的汽油車，麥克斯韋補充。引擎蓋下是一個09年阿庫拉3.5 ，偉易達電訊電機與280馬力的發(fā)動機，或450匹馬力與雙渦輪增壓。它有6速手動變速器。 羅恩電機已采取多項訂單至今，并已計劃制造200輛“蝎子”，今年最終產(chǎn)量多達500個，麥克斯韋說。他認為，他將成為第一家公司的市場一客車與一氫對點播系統(tǒng)，其中gearheads已經(jīng)修飾在私人車庫，并且是用于貨運業(yè)的。 麥克斯韋只是針對lamborghinis ，法拉利，或電動特斯拉這類汽車愛好者的，但表示，他希望創(chuàng)造一個轎車年。仍有待觀察是否羅恩汽車將接替在提供其跑車的客戶在10月按計劃進行。 該公司的股票5月29日被列在紅榜。 同時，建立必要的加油基礎設施仍然只是的障礙之一，以便更廣泛地采用氫燃料電池車。有一些是著名而且是富裕的。 混合動力電動汽車制造商準備220哩'超級車' Hybrid Technologies公司正在擬定一項“綠色”跑車展示在汽車X獎競賽，根據(jù)一份報告，在《大眾機械師》。 這款車將來有兩個版本：一為“自動X獎”，將有一個汽油發(fā)動機和電池，另一個全電式的版本。 煤氣-電池混合動力將達到相當于二百二英里每加侖汽油，而全電式，將獲得150哩到180哩。 一個 drivable原型將在9月上市。 其構想是使X獎參賽者的東西這將導致在一個大規(guī)模生產(chǎn)的電動汽車，該公司告訴《大眾機械師》。 “我們正在尋找此車，基本上結束了主流-不僅僅是建立一個合作，項目開發(fā)工程師羅恩c erven告訴該雜志： “ X獎汽車將會成為很值得購買的汽車-顯然是一個更高的高端轎車，我們將在X獎可能會得到更多的東西” 。 Hybrid Technologies公司并沒有得到和特斯拉電動機和菲斯科汽車一樣的重視，這都是準備混合電動跑車。 但混合動力技術的雄心勃勃的計劃，作出了一系列的車輛上運行的鋰電池為基礎的交通工具，包括滑板車，自行車，輕便摩托車，摩托車，汽車。 三洋，為大眾汽車做電池 三洋電機和大眾汽車公司宣布了一項協(xié)議，周三，使鋰離子電池為混合動力電動汽車，談到了在競爭中的節(jié)能車。 根據(jù)彭博的報道：三洋打算打開一個工廠，使電池在2010年和大眾汽車公司計劃在同一年推出一種汽車。第一輛車，獲得電池的將是一個奧迪。路透社報道。 公約還要求這兩家公司開發(fā)軟件以支持氫化物電池。 三洋公司已經(jīng)向福特和本田汽車提供了鎳金屬氫化物電池。 鋰離子電池越來越受到汽車制造商的青睞。該特斯拉跑車使用的鋰離子電池，也將雪佛蘭伏也將采用，這將在發(fā)表之后兩年內完成。 三洋廠將有能力一年內為1700000和1800000混合動力汽車提供電池，該公司告訴彭博。 一種混合動力電動汽車運行在一個電池和常規(guī)汽油發(fā)動機之間。該電池將由制動所產(chǎn)生的能量來充電。 電動車： 汽車工業(yè)的IPHONE？ 憑借誰和你交談，電動車包的破壞性力量，無論是戴爾公司個人電腦或蘋果擁有。 不論你的比喻如何選擇，汽車業(yè)正面臨著一種技術為基礎的競爭，卻在前些年沒有看到。 并在這個游戲中，創(chuàng)業(yè)者聲稱有在其中占了上風。 “這可能是一些沒有被提出以來，我們從馬匹的發(fā)動機，說”?？偛眉媸紫瘓?zhí)行官亨利克菲斯科菲斯科，汽車，這是設計一種奢侈混合動力電動汽車，因果效應。 “我們突然有一個目前的汽車制造商不知道的電池，或軟件，或設計這些車輛的開放的領域， ”他補充說，現(xiàn)任公司仍然是離大規(guī)模生產(chǎn)電動汽車還有四到五年的距離。 可能聽起來像是來自設計師華而不實的虛張聲勢。但是，當你看到電池驅動汽車的電池傳遞時，這個領域開始回報新手。 最有名的也許是特斯拉汽車公司，剛剛開始生產(chǎn)的Roadster跑車與起始價約10萬美元。但有幾個其他人，提供了和內燃機運行不同的設計和商業(yè)模式。 上周，在一個小組里的三位年輕的汽車公司-底特律電動，菲斯科汽車，和鳳凰汽車-在一個環(huán)保高新技術投資者會議上，行政奠定了一些有關的商業(yè)機會，以及有關清潔能源汽車的技術障礙。 在一點上，他們同意：消費者將會有更多的選擇，至少，減少使用氣體的習慣。但除此之外，他們的意見，有不同的技術-全電式，混合動力電動-會取得成功。 “這是一個謬論，說大家都去跳轉小康石油上電池，然后我們將剛才有一個短缺的鋰和價格將上升，說： ”丹尼爾埃利奧特，總裁兼首席執(zhí)行官的鳳凰車。 “什么的真的就是一個壓裂燃料” 。 多樣性的方法，正好反映了挑戰(zhàn)目前的電池技術。 菲斯科的8萬美元的回應，預期在明年透露出來，將有一個定制設計的鋰離子電池，可隨身攜帶至50英里。這是一個范圍涵蓋什么最廣大人民的驅動器在某一天。以確保較長的范圍內，汽車將包括一個四汽缸內部燃燒汽油發(fā)動機的收費電池。 但是，有兩個電池和汽油發(fā)動機在一車引起的成本，例如主張所有電動車。菲斯科和特斯拉經(jīng)歷后，豪華車市場第一，飲食，以面向環(huán)境的客戶愿意支付的最新技術。 鳳凰車，相比之下，正在全電式卡車和汽車，是另一個供應商，電動。要解決范圍的限制，鳳凰汽車正在設計其車輛的基礎上， altairnano鈦酸鋰電池，使用在艦隊所在的使用和范圍是眾所周知的。 在未來幾年，各種各樣的電池技術，將付諸表決，通過步伐，看看哪個化學會安全，有著悠久的生命，和可循環(huán)再用。 并行技術的發(fā)展，電池，新的汽車公司都在嘗試創(chuàng)新與新的商業(yè)模式。 項目更好的地方，開始由前SAP公司執(zhí)行篩阿加西規(guī)劃以測試一個電池交換計劃在以色列，丹麥，或許舊金山。它現(xiàn)在有一個原型汽車，將是建立在雷諾汽車公司。 除了所有的技術和業(yè)務的挑戰(zhàn)仍然是客戶的需求。 以艦隊的業(yè)主，取代卡車與電動車輛的充電可以簡單的問題，節(jié)省金錢，在面對不斷上升的礦物燃料的價格。他們也可以有潛在的利益由政府獎勵清潔的運輸，如加州的零排放車輛計劃。 但對于大多數(shù)消費者，它的更多的一種生活方式，聲明，辯稱菲斯科。購買奢侈品，混合動力電動汽車是想購買蘋果電腦的擁有時，它首先生產(chǎn)出來。買家的一些第一次以消費者為導向的電動車將技術的早期采用者，他說。 這可以在最六五英里每小時走一百一十零英里一個單一的收費。而非試圖競爭一個典型的轎車，它的目標是城市居民那些想要一個較小，燃料效率的汽車，也許用來作為第二車的人。它計劃把該想的城市，向美國和正在探討的商業(yè)模式，消費者可以更換電池。 現(xiàn)任汽車制造商還沒有生產(chǎn)。日產(chǎn)在本星期說，它將提供所有電動車在2010年。通用汽車公司的雪佛蘭伏說到2010年，而其他的現(xiàn)任追求不同的路徑，以更好地里程。 “我們正在把壓力就越大，他說： ”林志釗，總裁兼首席執(zhí)行官底特律電動，計劃把電動汽車和巴士在2009年。 “我們是' dells '的行業(yè)-小男孩有一個巨大的機會，以驗證該行業(yè)，并成為下一個大的事” 。 林說，消費者也越來越精明的關于環(huán)保的索償要求，汽車制造商。他說，混合與一個大6升引擎，像一凌志是決策，是“一個笑話，一個矛盾的” 。 菲斯科likens電池供電的汽車iphones ，一個產(chǎn)品的消費者都愿意提供出額外的，即使這意味著同時對一些風險，作為一個早期采用者。 “我們看到一個運動的人所要求的產(chǎn)品，這是不存在，人們希望有一個綠色的汽車， ”他說。 “我認為我們要看到的是人要采取這種危險的行動是因為有沒有其他的選擇” 。 奧迪是加入其他德國汽車制造商在努力消除尾氣排放以及承諾在未來十年內制造出電動汽車。 魯珀特塔德勒，奧迪的主席及行政總裁，在接受采訪時說，與德國世界報每周上午Sonntag ）刊登星期日表示：在未來5至10年以他預計的電池技術以主導。 “屆時我們將生產(chǎn)沒有尾氣排放的汽車， ”路透社引述塔德勒說。 “電動車提供了巨大機遇，我們已經(jīng)抓住了” 。 減少車輛排放的廢氣是一個行政的關注，汽車制造商在德國。寶馬公司最近展示了氫氣動力7系列轎車在2008年的SAE世界大會在底特律，其實少排放一氧化碳超過被發(fā)現(xiàn)在周圍的空氣。 在去年的法蘭克福車展，梅賽德斯展示了一批柴油-電力混合動力的概念車是預定的生產(chǎn)在2010年以及其diesotto引擎，它使用的Turbo收費，直接注射液體，和柴油一樣，最大限度發(fā)揮燃油經(jīng)濟性。 德國豪華汽車制造商很可能會之間的，由新成立的歐洲委員會的立法更嚴格的排放和燃油效率標準，因此一直在努力尋找更有效的版本，以其業(yè)績作為重點。 5 Scorpion sportscar would burn gasoline and hydrogen Posted by Elsa Wenzel 15 comments The $150,000 Scorpion would produce hydrogen as it drives. (Credit: Ronn Motor Company) A Texas company is offering a glimpse of a high-end hydrogen-gasoline sportscar it hopes to sell by the fall. Rather than using fuel cells to power an electric motor, the Scorpion from Ronn Motor Company would have an internal combustion engine burning both gasoline and hydrogen, achieving 40 highway miles per gallon. Unlike with a hydrogen fuel cell car, the Scorpion's "hydrogen on demand" system wouldn't require a high-pressure hydrogen storage tank. Nor would a driver need to find and fill up at a hydrogen fueling station. Instead, electricity from the Scorpion's alternator sends an electric charge through the water in a storage tank, fracturing molecules and releasing hydrogen, which is injected into the motor, explained Ronn Maxwell, CEO of Ronn Motor in Horseshoe Bay, Texas. "This means that as we're driving down the road, we're producing hydrogen in real time, and blending it with gasoline at a ratio of 30 to 40 percent," he said. The hydrogen-gasoline hybrid technology comes from Hydrorunner. "We are still using gasoline, but we're gonna be using 40 percent less," Maxwell said. "The hydrogen cleans up the emissions. It actually consumes carbon. It's not the perfect car, not electric, but it is something that'll work right now." Ronn Motor showed off a working prototype of the Scorpion, sans body, Tuesday in downtown Austin. The hydrogen internal combustion engine can achieve between 30 to 50 percent greater efficiency over standard gasoline cars, Maxwell added. Under the hood is a 2009 Acura 3.5 Vtech motor with 280-horsepower stock, or 450-horsepower with a twin turbo option. The car has a 6-speed manual transmission. Ronn Motor has taken several orders so far and has plans to build 200 Scorpions this year, eventually ramping up to 500, Maxwell said. He believes his will be the first company to market a passenger car with a hydrogen-on-demand system, which gearheads already tinker with in private garages and which are available for the trucking industry. Maxwell is targeting the sort of automotive aficionados who might collect Lamborghinis, Ferraris, or an electric Tesla, but said he wants to create a sedan next. It remains to be seen whether Ronn Motor will succeed in delivering its roadster to customers by October as planned. The company's stock was listed on the Pink Sheets May 29. Meanwhile, building the necessary fueling infrastructure remains just one of the barriers to wider adoption of hydrogen fuel cell cars, which primarily reside in the garages of a wealthy and famous few. Hybrid-electric carmaker readies 220 mpg 'super car' Posted by Martin LaMonica 23 comments Hybrid Technologies is preparing a '"green" sports car to submit in the Automotive X Prize contest, according to a report in Popular Mechanics. The car will come in two versions: one for the Auto X Prize that will have a gasoline engine and battery and another all-electric version. The gas-battery hybrid will get the equivalent of 220 miles per gallon while the all-electric will get 150 mpg to 180 mpg. A drivable prototype is set to hit the streets in September. The idea is to make the X Prize entrant something that will result in a mass-produced electric car, the company told Popular Mechanics. "We're looking for this car basically to end up mainstream--not just built for a one-and-done," project development engineer Ron Cerven told the magazine. "The X Prize car is going to be the purchasable--obviously a higher-end car, but there might be something else from us in the X Prize." Hybrid Technologies doesn't get nearly as much attention as Tesla Motors and Fisker Automotive, which are both preparing hybrid-electric sports cars. But Hybrid Technologies has ambitious plans to make a range of vehicles that run on lithium-based batteries, including scooters, bicycles, mopeds, motorcycles, and cars. Sanyo to make batteries for Volkswagen cars Posted by Martin LaMonica Post a comment Sanyo and Volkswagen announced an agreement on Wednesday to make lithium-ion batteries for hybrid electric vehicles, turning up the competition in the field for energy-efficient cars. Sanyo intends to open a factory to make the batteries in 2010 and Volkswagen plans to introduce a car with them the same year, according to a Bloomberg report. The first car to get the batteries will be an Audi AG, Reuters reported. The pact also calls for the two companies to make software to electronically control the batteries. Sanyo already provides nickel metal hydride batteries for Ford and Honda. Lithium-ion batteries are growing in favor with carmakers. The Tesla Roadster uses lithium-ion batteries, as will the Chevy Volt when it is released in two years. The Sanyo factory will have the capacity to supply batteries to power between 1.7 million and 1.8 million hybrid vehicles a year, the company told Bloomberg. A hybrid electric vehicle runs on a battery and a conventional gasoline engine. The batteries are charged by the engine and regenerated power from braking. Electric cars: iPhones of the auto industry? Posted by Martin LaMonica 18 comments Depending on who you talk to, electric cars pack the disruptive force of either Dell PCs or the Apple iPhone. Regardless of your choice of analogy, the auto industry is facing the kind of technology-based competition it hasn't seen in years. And in this game, start-ups claim to have the upper hand on the incumbents. Click on the photo to see a photo gallery of electric cars at the 2008 New York Auto Show. (Credit: CNET Networks) "This is probably something that has not been seen since we moved from the horse to the engine," said Henrik Fisker, the CEO of Fisker Automotive, which is designing a luxury hybrid electric car, the Karma. "We suddenly have an open field where current carmakers don't know about batteries, or software, or designing these vehicles," he said, adding that incumbent companies are still four or five years away from mass-producing plug-in electric cars. That may sound like bravado coming from a designer of flashy cars. But when you look at the race to deliver a breakthrough battery-driven car, the field is thick with newcomers. The best known is perhaps Tesla Motors, which just began producing the Roadster sports car with a starting price of about $100,000. But there are several others, offering up different designs and business models to give the internal combustion engine a run for the money. At a panel of three young car companies--Detroit Electric, Fisker Automotive, and Phoenix Motorcars--at a clean-tech investor conference last week, executives laid out some of the business opportunities and technical hurdles to cleaner cars. On one point, they agreed: consumers will have more options to kick, or at least cut down on, their gas habit. But beyond that, their views differed on which technology--all-electric, plug-in hybrids, or hybrid electric--would succeed. "It's a fallacy to say that everyone is going to jump off of oil onto batteries. Then we'll just have a shortage of lithium and the prices will go up," said Daniel Elliot, president and CEO of Phoenix Motorcars. "What's really going on is a fracturing of fuels." Pick a horse The diversity of approaches reflects the challenges that current battery technology pose. Fisker's $80,000 Karma, expected for release at the end of next year, will have a custom-designed lithium ion battery that can go 50 miles. That's a range that covers what most people drive in a day. To ensure a longer range, the car will include a four-cylinder internal combustion gasoline engine that charges the battery. Click on the photo to see a gallery of electric cars of all shapes under development. (Credit: Phoenix Motorcars) But, having both a battery and gasoline engine in one car raises costs, say advocates of all-electric cars. Fisker and Tesla have gone after the luxury market first, catering to environmentally oriented customers willing to pay for the latest technology. Phoenix Motorcars, by contrast, is making an all-electric truck and car, as is another supplier, Miles Electric. To get around the range limitation, Phoenix Motorcars is designing its vehicles, based on an Altairnano lithium titanate battery, for use in fleets where the use and range are known. "It's difficult to move to plug-in hybrids and make economic sense...You have to have a conventional drive train and a battery," said Elliot. "When you're talking about going down-market, you really have to pick a horse." In the next few years, a variety of battery technologies will be put through the paces to see which chemistry will be safe, have a long life, and can be recycled. Parallel to technical development in batteries, new companies are trying to innovate with new business models. Project Better Place, started by ex-SAP executive Shai Agassi, is planning to test a battery-swapping program in Israel, Denmark, and perhaps San Francisco. It now has a prototype of its car, which will be built by Renault. Premium green Apart from all the technical and business challenges remains the question of customer demand. To fleet owners, replacing trucks with rechargeable electric vehicles could simply be a question of saving money in the face of rising fossil fuel prices. They can also potentially benefit from government incentives for cleaner transportation, such as California's zero-emissions vehicle plan. But for many consumers at this point, it's more of a lifestyle statement, argued Fisker. Buying a luxury hybrid electric car is like buying Apple's iPhone when it first came out. Buyers of some of the first consumer-oriented electric cars will be technology early adopters, eager to be part of the future, he said. Meanwhile, Think Global is making an all-electric town car, called the Think City, which can top out at 65 mph and go 110 miles on a single charge. Rather than try to compete with a typical sedan, it's aimed at urbanites who want a smaller, fuel-efficient car, perhaps used as a second car. It plans to bring the Think City to the U.S. and is exploring business models where consumers can swap out batteries. The incumbent automakers are not sitting still, either. Nissan this week said that it will offer an all-electric car in 2010. GM's Chevy Volt is supposed to come out in 2010, while the other incumbents are pursuing different paths to better mileage. "We're putting the pressure on the bigger boys," said Albert Lam, CEO of Detroit Electric, which plans to make electric cars and buses in 2009. "We are the 'Dells' of the industry--the smaller boys that have a tremendous opportunity to validate the industry and to be the next big thing." Lam said consumers are also getting more savvy about green claims from automakers. He said a hybrid with a big 6-liter engine, like the one Lexus is making, is "a joke, an oxymoron." Fisker likens battery-powered cars to iPhones, a product consumers are willing to shell out extra for, even if it means taking on some risk of being an early adopter. "We're seeing a movement where people are demanding a product which is not there. People want a green car," he said. "I think what we are going to see are people are going to take that risk because there is no other alternative." Audi promises electric car within 10 years Posted by Steven Musil Post a comment Audi is joining other German automakers in the effort to eliminate exhaust emissions, promising to bring an electric model to market in the next 10 years. Rupert Stadler, Audi's chairman and chief executive, said in an interview with German weekly Welt am Sonntag published Sunday that he expects battery technology to dominate in the coming five to 10 years. "By then we will offer cars without exhaust emissions," Reuters quoted Stadler as saying. "Electric cars offer great opportunities, which we have already seized on." Reducing vehicle emissions is a chief concern for automakers in Germany. BMW recently showed off a hydrogen-powered 7-series sedan at the 2008 SAE World Congress in Detroit that actually emits less carbon monoxide than are found in the air around it. At last year's Frankfurt auto show, Mercedes showed off a number of diesel-electric hybrid concept cars that are scheduled for production in 2010 as well as its Diesotto engine, which uses turbo charging, direct injection, and diesel-like compression to maximize power and fuel economy. Luxury German automakers are likely to be among the hardest hit by new European Commission legislation for stricter emissions and fuel efficiency standards, and consequently have been making efforts to find more efficient versions of their performance-focused lineups.