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Environmental consciousness and tightening emissions legislation push the market share of electronic fuel injection within a dynamically growing world wide small engines market. Similar to automotive engines during late 1980's, this opens up opportunities for original equipment manufacturers (OEM) and suppliers to jointly advance small engines performance in terms of fuel economy, emissions, and drivability. In this context, advanced combustion system analyses from automotive engine testing have been applied to a typical production motorcycle small engine. The 125cc 4-stroke, 2-valve, air-cooled, single-cylinder engine with closed-loop lambda-controlled electronic port fuel injection was investigated in original series configuration on an engine dynamometer. The test cycle fuel consumption simulation provides reasonable best case fuel economy estimates based on stationary map fuel consumption measurements.

Software-in-the-Loop (SiL) test environments are the ideal virtual platforms for enabling continuous-development, -integration, -testing -delivery or -deployment commonly referred as Continuous-X (CX) of the complex functionalities in the current automotive industry. This trend especially is contributed by several factors such as the industry wide standardization of the model exchange formats, interfaces as well as architecture definitions. The approach of frontloading software testing with SiL test environments is predominantly advocated as well as already adopted by various Automotive OEMs, thereby the demand for innovating applicable methods is increasing. However, prominent usage of the existing monolithic architecture for interaction of various elements in the SiL environment, without regarding the separation between functional and non-functional test scope, is reducing the usability and thus limiting significantly the cost saving potential of CX with SiL.

The conventional measurements to describe the photometric quality of headlamps usually only comprise the luminous flux and the illuminance (resp. the luminous intensity) in several measuring points given by Type Approval Legislation. Practically, these photometric measurements do not describe the visual impression of a headlamp light distribution sufficiently, neither in lab nor in real street geometry. With the clear outer lens headlamps introduced recently, filament images are projected directly onto the screens or streets, thus giving new impulses to research. Starting from the established photometric practice, other types of measurements and physiological fundamentals will be discussed. The basic tools to make physical measurement and physiological impression comparable, e.g. in terms of homogeneity, are shown.

The first generation of radar-sensor-based ACC-Systems will be available in 1998/1999 in Europe. As a first step high end car manufacturers will sell ACC as optional equipment in their top models for a significant add-on price. For this generation good performance was the most important development goal. For the future, however, small, highly integrated systems are needed which easily can be fitted into the body of small cars. High performance and low cost are essential to allow the car manufacturers to sell ACC as standard equipment. A first step in that direction is the “Sensor and Control Unit” developed by Bosch which integrates a FMCW-radar sensor and the ACC-controller in one housing. It is designed for easy manufacturing on existing equipment with standard processes. The design meets the requirements of an early phase with low production figures as well as a phase characterized by increasing numbers and decreasing prices.

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.

Connecting microcontrollers, sensors and actuators by several communication systems is state of the art within the electronic architectures of modern vehicles. The communication among these components is widely based on the event triggered communication on the Controller-Area-Network (CAN) protocol. The arbitrating mechanism of this protocol ensures that all messages are transferred according to the priority of their identifiers and that the message with the highest priority will not be disturbed. In the future some mission critical subnetworks within the upcoming generations of vehicle systems, e.g. x-by-wire systems (xbws), will additionally require deterministic behavior in communication during service. Even at maximum bus load, the transmission of all safety related messages must be guaranteed. Moreover it must be possible to determine the point of time when the message will be transmitted with high precision.

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.

In the last decades the development of Diesel engines has made substantial progress. New, powerful and scalable injection systems have been introduced. In consequence Diesel systems are continuously gaining market share in many places of the world. Advanced direct injection engines with systems like the electronically controlled distributer pump, the unit injection system and of course the common rail system are replacing the chamber engines in all automotive applications. This is all unthinkable without the electronic management of these injection systems by means of Electronic Diesel Control units (EDC). The following presentation describes the status and some future trend of technology of EDCs with particular emphasis on functional and on software development. It also outlines the challenge of global automotive industry that requires global development and application services from its tier 1 suppliers.

During the acquisition phase brake system supplier have to make predictions on a system's thermal behavior based on very few reliable parameters. Increasing system knowledge requires the usage of different calculation models along with the progress of the project. Adaptive modeling is used in order to integrate test results from first prototypes or benchmark vehicles. Since changes in the brake force distribution have a great impact on the simulation results fading conditions of the linings have to be integrated as well. The principle of co-simulation is used in order to use the actual brake force distribution of the system.

Time Triggered CAN (TTCAN) is an extension of the well-known CAN protocol, introducing to CAN networks time triggered communication and a system wide global network time with high precision. Time Triggered CAN has been accepted as international standard ISOCD11898-4. The time triggered communication is built upon the unchanged standard CAN protocol. This allows a software implementation of the time triggered function of TTCAN, based on existing CAN ICs. The high precision global time however requires a hardware implementation. A hardware implementation also offers additional functions like time mark interrupts, a stopwatch, and a synchronization to external events, all independent of software latency times. The TTCAN testchip (TTCAN_TC) is a standalone TTCAN controller and has been produced as a solution to the hen/egg problem of hardware availability versus tool support and research.

Many software functions currently available in the engine control units have been developed for several years (decades in some cases), reengineered or adapted due to new requirements, what may add to their inherent complexity an unnecessary complication. This paper deals with the study and implementation of a software reengineering strategy for the embedded domain, which is in transfer from research department to product development, here applied to improve maintainability of flex fuel functions. The strategy uses the SCODE “Essential Analysis”, an approach for the embedded system domain. The method allows to reduce the system complexity to the unavoidable inherent problem complexity, by decomposing the system into smaller sub problems based on its essential physics. A case study was carried out to redesign a function of fuel adaptation. The analysis was performed with the support of a tool, which covers all the phases of the method.

The release of ISO 26262 is only about three months after the 2011 World Congress. However, there are still some contentious aspects that can introduce challenges or cause a disproportionate effort. In this paper, we will show how to avoid these problems. ISO 26262 provides a detailed method for classifying the Automotive Safely Integrity Level (ASIL) of in-vehicle electronic systems. However, the ASIL value for a specific function/product can vary significantly across the industry. Applying a lower level than the industry norm can cause substantial liability problems. Applying a higher level can initiate an “arms race” with competitors. This is particularly true if there are no vehicle-related reasons for choosing the higher level or if it doesn't make the product any safer. To encourage international harmonization, this paper will define ASIL classifications for the main automotive components. Most functions/products are currently being developed using parts of existing products.

This study presents measurements of transient flow field and spray structures inside an optically accessible DISI (direct-injection spark-ignition) internal combustion engine. The flow field has a direct effect upon mixture and combustion processes. Given the need to increase the efficiency and performance of modern IC engines and thus reduce emissions a detailed understanding of the flow field is necessary. The method of choice was high-speed two-component particle image velocimetry (PIV) imaging a large field of view (43 x 44 mm₂). To capture the temporal evolution of the main flow features the repetition rate was set to 6 kHz which resolves one image per 1° crank angle (CA) at 1000 rpm. The crank angle range recorded was the latter half of the compression stroke at various engine speeds as well as various charge motions (neutral, tumble and swirl). Moreover, consecutive cycles were recorded allowing a detailed investigation of cycle-to-cycle variations.

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.

The electronically-governed diesel distributor injection pump, with the proven sleeve control of injection quantity, has been in production at Bosch since 1987. Long-term development resulted in a solenoid-valve controlled injection pump. The function and component assemblies, consisting of the injection pump, solenoid valve and control unit, provide an even more flexible injection system. Of particular advantage with this type of system are the high dynamics of the fuel quantity, matching of each individual injection and the exact pump-specific fuel quantity compensation at numerous map points. Further advantages are the selection of timing and fuel injection rate independent of each other, as well as the ability to provide the correct timing even at cranking speeds. The entire system, with emphasis on the injection pump and the solenoid valve, are described for IDI engines in this paper.

A single-chip integrated barometric pressure sensor using bulk silicon micromachining will be presented in this paper. The sensor chip incorporates the complete signal evaluation and trimming of the temperature coefficients and manufacturing tolerances. Sensor chips are mounted onto 6″ × 4″ thick film substrates for batch processing during assembly and trimming. The separated, individual devices can be used for surface mounting (SMD) on a printed circuit board (PCB). Specifications for the sensor functions, as well as the assembly and packaging concept, will be discussed. Assembly, trimming and packaging are the most expensive production steps in the manufacture of sensors. In order to reduce the costs for sensors, we are introducing a standardization of sensor assembly and trimming with batch processing capability: after dicing, the integrated sensor chip is attached to a 6″ × 4″ thick film ceramic substrate with standard die-attaching glue.

This paper describes the first results from the AutoMoDe project (Automotive Model-based Development), where an integrated methodology for model-based development of automotive control software is being developed. The results presented include a number of problem-oriented graphical notations, based on a formally defined operational model, which are associated with system views for various degrees of abstraction. It is shown how the approach can be used for partitioning comprehensive system designs for subsequent implementation-related tasks. Recent experiences from a case study of an engine management system, specific issues related to reengineering, and the current status of CASE-tool support are also presented.

The usage of Electronic Diesel Control is increasing with todays stringent emissions regulations. This requirement also necessitates that such systems be versatile to meet the needs of the engine/vehicle manufacturer. EGR, start of injection, and fuel delivery can be electronically controlled. Depending on the design goals of the manufacturer any one or two of these can be controlled for partial and all of them for full Electronic Diesel Control. The development and application process has several critical areas. These include, development of the sensors, application of the different subsystems, failure warning and failure mode operation. All of these must be combined if design goals are to be met. As the capabilities of electronics increase it follows that electronic vehicle systems will also improve. Today impressive results have been achieved with systems that are in full or pilot production.

Mathematical modelling has proved to be a valuable tool for understanding the performance of diesel injection systems. There are several programs for the simulation of conventional injection equipment, but up to now it has been very expensive to simulate new concepts of injection equipment. Therefore a general program system for simulation of transient hydraulic processes - especially in diesel injection systems - has been developped. By this system, any new injection equipment can be simulated user-friendly and without needing to write new programs. The differential equations are solved by mathematical methods, which promise stability in all conditions and offer short calculation times. Since 1983 the program system has been applied to a lot of non-conventional and conventional injection systems and has proved its reliability.