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In its report, Deloitte points to an ongoing challenge to manage and regulate an increasingly diverse airspace and overcome significant psychological barriers of consumers.

Delphi has developed a second-generation Electronic Throttle Control system optimized for high volume applications. The Delphi system integrates several unique driver performance features, extensive security/diagnostics, and provides significant benefits for the vehicle manufacturer. For Model Year 2000, the Delphi ETC system has been successfully implemented on several popular SUVs and passenger cars built and sold around the world. The ETC driver features, security systems, and manufacturer benefits are presented as implemented on these Model Year 2000 applications.

Delphi Intelligent Driving

The objective of this paper is to present the development and implementation of a character standard that facilitates automatic identification of electrical center devices. The standard, designated Delphi Packard Electric Systems Engineering Specification ESA-752, has built upon the ANSI OCR-A standards with further definition for color, contrast and contrast measurement methodology. In addition, variances from the ANSI OCR-A standards for the purpose of adapting these marking schemes to electrical center devices and manufacturing systems is discussed.

As electronics take on ever-increasing roles in automotive systems, greater scrutiny will be placed on those electronics that are employed in control systems. X-By-Wire systems, that is, steer- and/or brake-by-wire systems will control chassis functions without the need for mechanical backup. These systems will have distributed fault-tolerant and fail-safe architectures and may require new standards in communication protocols between nodes (nodes can be considered as communication relay points). At the nodes, the “host” application Electronic Controller Unit (ECU) will play a pivotal role in assessing its own viability. The microcontroller architecture proposed in this paper focuses on ensuring thorough detection of hardware faults in the Central Processing Unit (CPU) and related circuits, thus providing a generic fail-silent building block for embedded systems.

Delphi positions itself for wider access to emerging autonomous-driving technology with an investment in Israel-based Lidar developer Innoviz Technologies.

The four-year, $15 million development program with UW-Madison and Wayne State University aims to achieve diesel levels of efficiency and torque, with lower emissions and cost—in an advanced gasoline-fueled engine.

In a production vehicle that Tula tested, conventional operation yielded what was termed an “objectionable” audible boom at 47 Hz with production calibration. However, under DSF operation all firing patterns resulting in frequencies between 44 Hz and 48 Hz were avoided.

Fuel-injection advances enable cleaner, quieter operation, while gains in power electronics and controls help grow electrification business.

Delphi Automotive on August 1 announced an extensive autonomous-vehicle pilot program in Singapore, aimed at demonstrating cloud-based fully automated mobility on demand (AMoD) capability “at the [SAE] Level 4 performance level” by late 2019.

Speaking at the IAA Frankfurt Show, Christian Schäfer, Global Director of Advanced Electrical and Electronic Architectures at Delphi told Automotive Engineering that there are several drivers for the technology that were not present 15 years ago.

Delphi rolls out its next-gen automated-driving technology platform, called CSLP, due for production by 2019.

Most current flex-fuel vehicles are capable of operating on gasoline/ethanol blends from E0 to E85. The presence of gasoline in the fuel enables cold startability because some of its more volatile components can still vaporize at cold temperatures and produce an ignitable mixture. However when E100 is used, other means are required for cold starting because of ethanol's relatively low vapor pressure at low temperatures. A common technique is to employ an auxiliary gasoline fuel system for use only when temperatures are too low for the vehicle to start on E100 alone. But the added cost, complexity and maintenance of such systems have driven the search for a simpler approach. One such technique is to heat the fuel prior to injection. Fuel systems currently exist where heating occurs within the main conduit of the fuel rail. Another method is to heat the fuel within each fuel injector.

Volvo’s 2015 XC90 features RACam, claimed to be the world’s first integrated radar and vision data-fusion system, designed to enable a broad array of active-safety capabilities.

The United Launch Alliance (ULA) Delta II rocket carrying NASA’s Ice, Cloud and land Elevation Satellite-2 (ICESat-2) spacecraft lifted off from Space Launch Complex-2 at Vandenberg Air Force Base, Calif. on Sept. 15 at 6:02 a.m. PDT., marking the 155th launch and the final mission of the Delta II rocket, which first launched on Feb. 14, 1989.

For automotive crash tests resulting in significant test vehicle yaw rate, direct integration of accelerometer data does not yield the correct velocity or Delta-V components (even for accelerations sensed at the vehicle center-of-gravity). This paper discusses the effects of yaw rate on the integration of accelerometer data and develops a methodology to properly calculate the velocity and Delta-V at any location on the test vehicle. This methodology is applied to crash test data and compared to results observed from high-speed film. A discussion regarding Delta-V in a yawing vehicle, and its significance to occupant kinematics and injury potential, is also presented.

Delta-V is an input parameter that correlates well with injury thresholds for responses to impulsive loading, and it is also convenient for the accident reconstructionist to calculate the delta-V experienced by the automotive passenger during a crash. The purpose of this paper is, therefore, to convert to delta-V quantities the cervical spine injury data currently expressed in terms of loading corridors of head bending moment versus angle of rotation of the head. 16 km/hr is an order of magnitude of the delta-V threshold for the 50th percentile male, but there are considerable variations due to size, age, gender, and preexisting spinal problems. The special case of the rear-ender accident involving vehicles with energy absorbing bumpers is analyzed. It is found entirely possible to produce “whiplash” injuries in cases where there is little or no damage to either of the vehicles involved in the crash.

Delta-V and Barrier Equivalent Velocity (BEV) are terms that have been used for many years to describe aspects of what happened to a vehicle when an impact occurred. That is, they are used to describe some physical change in the vehicle state before the impact as compared to after the impact. Specifically, the Delta-V describes the change in the vehicle velocity vector from just before the impact until just after the impact. The BEV attempts to quantify the energy required to cause the damage associated with an impact. In order to understand what happens to a vehicle and its occupants during an impact, it is necessary to examine the acceleration pulse undergone by the vehicle during the impact. The acceleration pulse describes, in detail, how the Delta-V occurs as a function of time, and is related with the deformation of the vehicle as well as the object contacted by the vehicle during an impact.