Search Results

Automotive systems can generate un-intentional radio frequency energy. The levels of these emissions must be below maximum values set by the Original Equipment Manufacturer (OEM) for customer satisfaction and/or in order to meet governmental requirements. Due to the complexity of electromagnetic coupling mechanisms that can occur on a vehicle, many times it is difficult to measure and identify the noise source(s) without the use of an electromagnetic interference (EMI) receiver or spectrum analyzer (SA). An efficient and effective diagnostic solution can be to use a low-cost portable, battery powered RF detector with wide dynamic range as an alternative for automotive electromagnetic compatibility (EMC) and design engineers to identify, locate, and resolve radio frequency (RF) noise problems. A practical circuit described here can be implemented easily with little RF design knowledge, or experience.

With the publication of ISO26262 [1] and the concept of Functional Safety, being able to identify the required safety integrity level for software components and defining the respective development steps has become increasingly important. A number of Tier 1 automotive suppliers, including Robert Bosch LLC, have been developing software for safety relevant systems, and have experience with a number of methods and tools for software analysis. This paper will focus on the pros and cons of the Criticality Analysis method. Criticality Analysis (CA) is a method that rates outputs, sub-components and inputs to a function based on the ASIL rating of the function. Faller [2] proposed the use of CA in conjunction with IEC 61508 safety standard, and this author proposes that the CA can also be used in conjunction with ISO 26262. CA allows taking a function with any ASIL rating and breaking down the signal chain to develop safety requirements at each stage (see [2, 3]).

This paper describes an investigation about the efficiency of safety-related non-functional software unit tests (NFSWUT). Well defined design, implementation and test processes are widely used in the respective industry. In order to fulfill the ISO 26262[1] requirement, additional effort is necessary to execute the NFSWUT. However, the efficiency of these tests is still not confirmed. This paper will provide an overview about an investigation of the effort-benefit ratio of the NFSWUT.

With increasingly stringent emissions regulations and concurrent requirements for enhanced engine thermal efficiency, a comprehensive characterization of the automotive gasoline fuel spray has become essential. The acquisition of accurate and repeatable spray data is even more critical when a combustion strategy such as gasoline direct injection is to be utilized. Without industry-wide standardization of testing procedures, large variablilities have been experienced in attempts to verify the claimed spray performance values for the Sauter mean diameter, Dv90, tip penetration and cone angle of many types of fuel sprays. A new SAE Recommended Practice document, J2715, has been developed by the SAE Gasoline Fuel Injection Standards Committee (GFISC) and is now available for the measurement and characterization of the fuel sprays from both gasoline direct injection and port fuel injection injectors.