Search Results

The Seattle Innovation Lab supports DENSO's recent expansion into software-based solutions to complement its hardware expertise, bolsters its North American R&D strategy, and helps actualize its long-term plan aimed at creating new value for future mobility.

ArmorFlash provides non-volatile memory (NVM) storage of encrypted and integrity-protected assets for for artificial intelligence (AI)-based Level 2+ advanced driver assistance systems (ADAS) through Level 5 autonomous driving solutions.

AVGR – a coalition of nine Michigan companies, the city of Grand Rapids, and state of Michigan – is the first of its kind, bringing together enterprise and infrastructure to gather and analyze critical information with the goal of understanding the usage of autonomous vehicles in a city environment.

John Juriga Hyundai PT Dir interview

Parsons Corporation has created a new series of government collaboration opportunities with its Smart Cities Challenge campaign. Smart Cities Challenge: Transforming Intersections is designed to significantly increase mobility around cities and reduce the amount of time drivers spend idling at red lights. The event’s sponsors and partners include Amazon Web Services and Verizon.

The world’s first leaning three-wheel motorcycle is an expression not only of engineering prowess, but of a real passion for riding.

Michigan’s Department of Transportation Director Kirk Steudle’s keynote address opens SAE’s 2018 “From ADAS to Automated Driving” event in Detroit.

The fuel economy of an automobile is a highly complex function of the detailed characteristics of the vehicle and its subsystems (particularly the engine, transmission and drivetrain), as well as being dependent on the manner in which the vehicle is driven. For existing vehicles, automotive manufacturers utilize laboratory test procedures to evaluate fuel economy. However, during new-vehicle design, and to assess the fuel economy potential of new technologies, computer programs that simulate the operation of the vehicle system over prescribed driving schedules are used. Of particular interest are the integrated fuel consumptions on the EPA Urban and Highway driving schedules since these are subject to Federal regulation. Since neither detailed subsystem test data nor simulation programs are typically used by those outside the automotive industry, the physics of fuel economy is not always well understood.

Understanding when an object enters into the headlamp projection from a vehicle is useful to assist the driver in detecting the object in dark or nighttime conditions. Understanding the specific illumination pattern of a vehicle headlamp beam is useful for the evaluation of nighttime visibility issues in accident reconstruction. Determining when an object entered in the headlamp beam at a specific illuminance may be of particular importance to driver avoidance capabilities. Headlamp illumination patterns may be unique to each vehicle make and model. In this study, the headlamp illumination patterns of multiple vehicles were mapped, and the measured illumination distances were compared with empirical predications. In general, individual headlamp illumination distances fell within the range of minimum and maximum empirical predictions.

Sensor calibration plays an important role in determining overall navigation accuracy of an autonomous vehicle (AV). Calibrating the AV’s perception sensors, typically, involves placing a prominent object in a region visible to the sensors and then taking measurements to further analyses. The analysis involves developing a mathematical model that relates the AV’s perception sensors using the measurements taken of the prominent object. The calibration process has multiple steps that require high precision, which tend to be tedious and time-consuming. Worse, calibration has to be repeated to determine new extrinsic parameters whenever either one of the sensors move. Extrinsic calibration approaches for LiDAR and camera depend on objects or landmarks with distinct features, like hard edges or large planar faces that are easy to identify in measurements.

BMW, Classiq find better architectures through quantum computing Everything from electric motors to robot arms can be looked at through the lens of a powerful algorithm. Blazer EV is a steel-intensive showcase GM elevates the ferrous state-of-art with new body and battery structures. Steel targets EV structures, battery boxes The industry fires back at aluminum's growing 'gigacasting' threat. Editorial No, really, what's an SDV? Supplier Eye A new reckoning Altair honors innovations in automotive lightweighting and sustainability GM EVs will soon provide V2H backup power during blackouts Supplier technologies could deep-freeze the steering wheel Mazda Motorsports keeps the MX-5 cool with a new differential plate 2025 Lucid Air review: unnecessarily fast, astonishingly efficient Refreshed 2025 Cadillac Escalade features 55-inch dash display Product Briefs Spotlight: Testing Tools and Sensors Q&A VW engineering chief on wireless charging at DC speeds

Vehicle dynamics simulations typically use semi-empirical tire models. The input to these models are normal load, sideslip angle and longitudinal slip, and the output are shear forces, aligning moment, and overturning moment. Since the longitudinal speed is in the denominator of both sideslip angle and longitudinal slip, the calculation of sideslip angle and longitudinal slip at very low longitudinal velocities leads to numerical problems. This has not been a particular stumbling point in the past because vehicle dynamics calculations were largely concerned with high speed analysis. In situations wherein the vehicle was braked to a stop, patchwork techniques sufficed for calculations at low speeds. Now, however, with the advent of serious attention to driving simulators, low speed tire modelling has become more important.

The increase of rubber stiffness with age causes radial tire cornering stiffness to significantly increase during warehouse (shelf) aging. The increase in cornering properties is linear with the logarithm of time and dependent on storage temperature. Five different brands of radial tires studied age in a very similar manner, exhibiting the apparent effect of two different aging mechanisms. A limited experiment indicated an approximate balance of aging and break-in effects on radial tire cornering properties in normal service. The in-service results imply that neither force and moment tests nor vehicle handling tests should be preceded by break-in or scrub-in procedures if the desire is to predict in-service behavior.

There has been very little investigation into the area of tire aging and whether storing a tire will change it's properties, in particular ‘limit’ or ‘saturated’ properties, over time. In order to study how the performance characteristics of tires change when the tires are stored, a series of force and moment tests were performed on five modern day radial tires of different make, brand, type, and size. The tires were all purchased at the same time for a given tire set and had the same DOT code. Near the date of purchase, some of the tires were tested on the Veridian TIRF (Tire Research Facility) machine in order to measure their force and moment characteristics. Other tires of the lot were placed on a tire rack in a storage building. Years later, these tires were sent to the same test facility and were measured under the same test conditions. The data indicates that tire performance characteristics change very little with time.

This specification establishes the requirements for an expanded polytetrafluoroethylene (EPTFE) in the form of sealing tape, gaskets, or sheets requiring no mixing or curing.

This part of SAE J1926 specifies dimensions for fluid power and general use ports with inch threads in accordance with ASME B1.1 for use with adjustable and nonadjustable stud ends and plugs shown in SAE J1926-2, SAE J1926-3, and SAE J1926-4. Ports in accordance with this part of SAE J1926 may be used at working pressures up to 63 MPa for nonadjustable stud ends and up to 40 MPa for adjustable stud ends. The permissible working pressure depends upon materials, design, working conditions, application, etc. For threaded ports and stud ends specified in new designs for hydraulic fluid power applications, only ISO 6149 shall be used. Threaded ports and stud ends in accordance with ISO 1179, ISO 9974, and ISO 11926 shall not be used for new designs in hydraulic fluid power applications.