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In this paper a novel multi-purpose flywheel (MPF) is introduced. This MPF has all the functions as a conventional flywheel, but it can function as a crankshaft wheel to detect crankshaft angular position, speed, and acceleration. Therefore, this MPF can eliminate the conventional crankshaft wheel. Since the flywheel is normally installed in the rear of an engine, the MPF provides more reliable engine acceleration information than a damper-based crankshaft wheel that is normally located at the front of an engine. Thus the new MPF reduces part counts, saves space, reduces cost, and especially benefits misfire detection and other applications in engine control and diagnoses. The principle, function, design, and manufacture of the MPF are presented in this paper. Bench test and vehicle test results are also presented.

Switch fabric communication networks have been proposed for use in automobiles as a means of reducing the physical complexity of communication and control systems. Such networks have proven very valuable in telecommunications and business computing applications. Similar advantages are foreseen in the automotive area. This paper begins to summarize the partitioning and communication requirements of a highly-distributed engine control system that would be part of a switch fabric network in a vehicle. Engine controls have traditionally been constructed by connecting a large number of input and output devices to a large-scale control module. Most of the signal conditioning and output driving circuitry is combined with a microcontroller and other specialized integrated circuits in the control module. In a vehicle with a switch fabric network, some of the signal conditioning and drive electronics would be distributed out to the actual input and output devices.

As the Local Interconnect Network (LIN) standard gathers more automotive industry interest, it is gaining strength as a likely standard for SAE Class A networking needs. European auto makers are embracing LIN in ever increasing numbers, even abandoning many other formerly competing Class A solutions, and the manufacturers in the United States are also beginning to take notice of this standard. The driving thrust of LIN is its ability to create low-cost Class A system solutions. In this master-slave based system, the majority of nodes are slave nodes. It is therefore critical to reduce, wherever possible and appropriate, the cost of slave node implementations. Lower cost slave nodes should yield the greatest reduction in system cost due to the number of slave nodes in the system. This paper explores the different ways a LIN slave node can be realized in an automotive LIN network.

The development times and costs of control strategy software have been under intense scrutiny by automotive manufacturers and suppliers. The time required to produce, optimize, calibrate, and verify a vehicle's control software has become an inhibiting process to deploying proof of concept vehicles. To eliminate this bottleneck the vehicle manufacturers and suppliers are turning to sophisticated graphical modeling and code generation tools to accelerate control software development programs. In addition, vehicle manufacturers are also increasing the use of distributed controllers which, in addition to their numerous other benefits, can also allow simultaneous development of various control systems and thereby reduce the total control system development time.

Historically, the long development time required to produce a new automobile has meant that the electronics in that vehicle might lag the state-of-the-art by several years. For traditional vehicle electronics, this was certainly an appropriate delay, ensuring through extensive testing and qualification that the quality and reliability of the electronic systems met rigorous standards. However, with the growing consumer-oriented electronics content in today's vehicles, it is becoming more difficult for the automotive manufacturers to meet consumers' expectations with older technology. Couple this with the fast-paced consumer product cycle, typically nine to eighteen and the result is increasing pressure on the vehicle manufacturers from after-market electronics suppliers, who can update their product lines as fast as the component manufacturers can produce new models.

A capacitor discharge ignition system tailored to modern automobile requirements has been developed which can be triggered direct from the regular distributor cam with breaker points or magnetic pick-up sensor. The system features improved fouled plug firing capability using the conventional ignition coil, draws current from the battery only when engine is rotating, and promises good performance in cold weather starting applications. Special attention has been given to keep ignition radiated radio interference to a minimum without sacrificing spark energy requirements for the many conditions of engine operation.