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India contributed to 11% of the global road accidents and was ranked 1st among road deaths according to the latest World Health Organization (WHO) report 2018. Indian National Highways (NH) is a meagre 5% of the country’s road network but accounts for 55% of the road accidents and 61% of the road deaths. Majority of the freight traffic is ferried by Commercial Vehicles (CV) or trucks along these highways and this in turn increases the probability of them being involved in a road accident. The country’s economy is forecasted to thrive in the coming years and hence the requirement of CVs is aligned to international categorisation in the supply chain and shall play a pivotal role. In the year 2019, 13,532 road deaths were associated with CV occupants. The trucking industry is an unorganized sector wherein the illegal overloading of vehicles and over-the-limit driving hours pose a serious threat to road users.

Today's ABS sytems for commercial vehicles and trailers reflect specific solutions for individual vehicle model wiring and control features. In addition, the chassis mounting requirements for trailer applications uses a separate sealed housing for the relay and other sensitive components. A logical progression of design development resulted in the new ABS 6S/4K open system with the ability of being adaptable to specific vehicle control requirements. A variety of different component arrangements can be accommodated. Accordingly, it does not require a standard wiring harness. Wiring is left optional for the specific vehicle configuration. The housing may be frame mounted without any special protection and therefore can cover both trailer and tractor applications. The housing is designed to provide necessary protection from water and dirt. The electronic senses the peripheral component configuration via a simple “learning” procedure.

The paper begins with an overview of the history of ABS for commercial vehicles followed by a brief description of the technology of the BOSCH ABS at the time it went into mass production in 1981. Subsequently it describes the field experiences with ABS including the experiences of drivers and operators. These experiences are reflected in the equipment which BOSCH offers today. Additional functions such as ASR (traction control) have been integrated. The paper provides an overview of the functions available today and their implementation. The paper concludes with a discussion on potential continued developments and an attempt to describe the systems which will be required by the mid 9os.

This paper presents the Vehicle Dynamics Control (VDC) for commercial vehicles developed by BOSCH. The underlying physical concept is discussed in the second section after a short introduction. The third section shows the computer simulation used in the development process. Section four describes the controller structure of the VDC system. In Section five the use and effectiveness of VDC for commercial vehicles is shown in different critical driving situations. This is done by using measured data collected during testing (lane change, circular track) and it demonstrates that the safety improvements achieved for passenger cars are also possible for commercial vehicles.

Since its introduction in March 1995, the market demand for Vehicle Dynamic Control systems (VDC) has increased rapidly. Some car manufacturers have already announced their plans to introduce VDC on all their models. Particularly for compact and subcompact cars the system price needs to be reduced without sacrificing safety and performance. Originally designed for optimal performance with economically feasible components (sensors, hydraulics and microcontrollers) and using a unified control approach for all vehicle operating situations the system has been extended to include various drive concepts and has continuously been improved regarding performance, safety and cost. This paper describes the progress made in the development of the Bosch VDC system with regard to the design of the hydraulic system, the sensors, the electronic control unit, the control algorithm and safety.

Closed loop vehicle control comprising of the driver, the vehicle and the environment is now achieved by the automatic wheel slip control combination of ABS and ASR. To improve directional control during acceleration, the Robert Bosch Corporation has introduced five ASR-Systems into series production. In one system, the electronic control unit works exclusively with the engine management system to assure directional control. In two other systems, brake intervention works in concert with throttle intervention. For this task, it was necessary to develop different highly sophisticated hydraulic units. The other systems improve traction by controlling limited slip differentials. The safety concept for all five systems includes two redundant micro controllers which crosscheck and compare input and output signals. A Traction Control System can be achieved through a number of torque intervention methods.

Electromagnetic Compatibility (EMC) requirements and the effort to fulfill them are increasing steadily in automotive applications. This paper demonstrates the usage of virtual prototyping to efficiently investigate the EMC behavior of a gasoline direct injection system. While the system worked functionally as designed, tests indicated that current and especially future client-specific EMC limits could not be met. The goal of this investigation was to identify and eliminate the cause of EMC emissions using a virtual software prototype including the controller ASIC, boost converter, pi filter, injection valves and wire harness. Applying virtual prototyping techniques it was possible to capture the motor control system in a simulation model which reproduced EMC measurements in the frequency ranges of interest.

The reduction of nitrous oxides in the exhaust gases of internal combustion engines using a urea water solution is gaining more and more importance. While maintaining the future exhaust gas emission regulations, like the Euro 6 for passenger cars and the Euro 5 for commercial vehicles, urea dosing allows the engine management to be modified to improve fuel economy as well. The system manufacturer Robert Bosch has started early to develop the necessary dosing systems for the urea water solution. More than 300.000 Units have been delivered in 2007 for heavy duty applications. Typical dosing quantities for those systems are in the range of 0.01 l/h for passenger car systems and up to 10 l/h for commercial vehicles. During the first years of development and application of urea dosing systems, instantaneous flow measuring devices were used, which were not operating fully satisfactory.

A major trend in modern vehicle control is the increase of complexity and interaction of formerly autonomous systems. In order to manage the resulting network of more and more integrated (sub)systems Bosch has developed an open architecture called CARTRONIC for structuring the entire vehicle control system. Structuring the system in functionally independent components improves modular software development and allows the integration of new elements such as integrated starter/generator and the implementation of advanced control concepts as drive train management. This approach leads to an open structure on a high level for the design of advanced vehicle control systems. The paper describes the integration of the spark-ignition (SI) engine management system (EMS) into a CARTRONIC conform vehicle coordination requiring a new standard interface between the vehicle coordination and the EMS level.

The demand for more security, economy, and comfort as well as for a reduced environmental impact increases the importance of electronic components for vehicles. The development of such systems is determined by the requirement of an improved functionality and co-requisite the demand for limited costs. In order to fulfil these demands and taking into consideration the increase of complexity and the melting together to a car wide web, Bosch is developing a structuring concept called CARTRONIC®. This concept is supposed to be open and neutral regarding automotive manufactures and suppliers. The analysis of vehicle control systems via this method is based on formal rules for structuring and modelling. The function-related aspect of CARTRONIC® was represented already at the SAE'98 World Congress. Furthermore the safety-related feature was introduced in more detail at the SAE'99 World Congress. The result of the analysis is an object structure of logical components with defined interfaces.

The tightening of Heavy Duty Diesel (HDD) emissions legislation throughout the world is leading to the development of emission control devices to enable HDD engines to meet the new standards. NOx and Particulate Matter (PM) are the key pollutants which these emission control systems need to address. Diesel Particulate Filters (DPFs) are already in use in significant numbers to control PM emissions from HDD vehicles, and Selective Catalytic Reduction (SCR) is a very promising technology to control NOx emissions. This paper describes the development and performance of the Compact SCR-Trap system - a pollution control device comprising a DPF-based system (the Continuously Regenerating Trap system) upstream of an SCR system. The system has been designed to be as easy to package as possible, by minimising the total volume of the system and by incorporating the SCR catalysts on annular substrates placed around the outside of the DPF-based system.

AUTOSAR (AUTomotive Open System ARchitecture) is a worldwide standard for automotive basic software in line with an architecture that eases exchange and transfer of application software components between platforms or companies. AUTOSAR provides the standardized architecture together with the specifications of the basics software along with the methodology for developing embedded control units for automotive applications. AUTOSAR matured over the last several years through intensive development, implementation and maintenance. Two main releases (R3.2 and R4.0) represent its current degree of maturity. AUTOSAR is driven by so called core partners: leading car manufacturers (BMW, Daimler, Ford, GM, PSA, Toyota, Volkswagen) together with the tier 1 suppliers Continental and Bosch. AUTOSAR in total has more than 150 companies (OEM, Tier X suppliers, SW and tool suppliers, and silicon suppliers) as members from all over the world.

The car industry has reached a point where electronic systems, which were so far essentially autonomous, begin to grow together to a Car-Wide Web. The main driving force is the demand for more safety, security, and comfort implemented economically. Already various parties are working on control networks. In the long run, vehicle motion and dynamic systems, safety, security, comfort as well as mobile multimedia systems will integrate and reach out for the vision of accident-free, comfortable, and well-informed driving. As a foundation for a Car-Wide Web, Bosch is developing an open architecture called CARTRONIC. The essence of CARTRONIC is to define structuring rules, modeling rules and patterns for total, integrated control of vehicles. The rules and patterns allow the mapping of high-level functions onto several physical implementations, for instance one logical description of functional connections could be created for cars with different equipment packages.

Current exhaust gas emission regulations can only be well adhered to through optimal interplay of combustion engine and exhaust gas after-treatment systems. Combining a modern diesel engine with several exhaust gas after-treatment components (DPF, catalytic converters) leads to extremely complex drive systems, with very complex and technically demanding control systems. Current engine ECUs (Electronic Control Unit) have hundreds of functions with thousands of parameters that can be adapted to keep the exhaust gas emissions within the given limits. Each of these functions has to be calibrated and tested in accordance with the rest of the ECU software. To date this task has been performed mostly on engine test benches or in Hardware-in-the-Loop (HiL) setups. In this paper, a Software-in-the-Loop (SiL) approach, consisting of an engine model and an exhaust gas treatment (EGT) model, coupled with software from a real diesel engine ECU, will be described in detail.

This address presents the ongoing development of the commercial-vehicle braking system, over and beyond ABS/ASR, towards a brake by wire system (electronically controlled braking system ELB) with pressure-regulating circuit and additional functions. Following the discussion and selection of various concepts, we will present different versions with individual and combined components for the towing vehicle and for the trailer. The safety concept of a pneumatic back-up circuit will be dealt with, as well as the communication through data bus (CAN) both within the braking system itself and with other vehicle systems. The improvement possibilities inherent in ELB will be detailed, with the emphasis on increasing road and traffic safety, on reducing operating costs, and on future vehicle-guidance functions.

In 1978, Bosch was the first supplier on the market to offer full-function antilock braking systems. In 1993, six years will have passed since Bosch delivered the first traction control system for passenger cars. In the meantime, a considerable amount of experience has been gained through ongoing development and testing. This experience enabled us to define the requirements for directional stability, optimum control strategy, maximum usage of the entire spectrum of drive torque intervention possibilities, and optimized hydraulics for automatic brake intervention. The result is Bosch ABS/ASR5, which in now being introduced to the market. This new ABS/ASR family is designed in modules, which offers high flexibility in function and assembly. Systems are available with traction improvement, or with optimized directional stability and traction. Each version is adapted to the needs of the vehicle drive layout, and adaptable to customer requirements.

From the beginning of 1995 on, RB will start the production of the Vehicle Dynamics Control System. A key part of this system is the Yaw Rate Sensor described in this paper. The basic requirements for this sensor for automotive applications are: mass producibility, low cost, resistance against environmental influences (such as temperature, vibrations, EMI), stability of all characteristics over life time, high reliability and designed-in safety. Bosch developed a sensor on the basis of the “Vibrating Cylinder”. The sensor will be introduced into mass production in beginning of 1995.

This paper is based on the experiences with Adaptive Cruise Control (ACC) systems at BOSCH. Necessary components (especially range sensor, curve sensors, actuators and display) are described, roughly specified, and their respective strength and weaknesses are addressed. The system overview contains the basic structure, the main control strategy and the concept for driver-ACC interaction. Afterwards the principal as well as the current technical limits of ACC systems are discussed. The consequences on traffic flow, safety and driver behavior are emphasized. As an outlook, development trends for extended functionality are given for the next generation of driver assistance systems.

Modern agricultural tractors are equipped with a hitch control system. These may be mechanical-hydraulic, hydraulic-hydraulic, or electronic-hydraulic. With the variety of design options open to the tractor manufacturer, it is important to select the system which best fits the manufacturer and end user. This paper presents a comprehensive comparison of each system. Robert Bosch has had many years experience in the design and manufacture of components for hitch systems, and hopes to help designers choose the approach best suited for them.

Engine management control systems basically consist of injection and ignition control. Additionally, closed loop control systems incorporating air fuel ratio control, automatic idle speed control and cylinder selective knock control have proven to be essential. To keep the performance stable during the car's lifetime, extensive use is made of self-adaptive strategies. As a new feature of engine management control, the self-adaptive canister purge control improves driveability and prevents the leakage of fuel vapors. To simplify the closed loop control algorithms primarily during transient operation conditions a sophisticated sequential fuel injection is added. The paper presents the aforementioned self-adaptive closed loop control strategies and the MOTRONIC MI. 3 ECU. Future development trends in engine management and drive train control demand powerful communication links like the Controller Area Network (CAN). This requirement and its planned realisation is discussed.