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The BMW Group has introduced electric cars to the market with the MINI E already in 2009. The next step will be the launch of the BMW ActiveE in 2011, followed by the revolutionary Mega City Vehicle in 2013. The presentation will explain the BMW Group strategy for implementing sustainable mobility. A focus will be emobility, the use of carbon fiber and the holistic sustainability approach of BMW Group?s project i. Reference will be made to the research results of the MINI E projects in the US and in Europe. Presenter Andreas Klugescheid, BMW AG

The introduction of real driving emissions cycles and increasingly restrictive emissions regulations force the automotive industry to develop new and more efficient solutions for emission reductions. In particular, the cold start and catalyst heating conditions are crucial for modern cars because is when most of the emissions are produced. One interesting strategy to reduce the time required for catalyst heating is post-oxidation. It consists in operating the engine with a rich in-cylinder mixture and completing the oxidation of fuel inside the exhaust manifold. The result is an increase in temperature and enthalpy of the gases in the exhaust, therefore heating the three-way-catalyst. The following investigation focuses on the implementation of post-oxidation by means of scavenging in a four-cylinder, turbocharged, direct injection spark ignition engine. The investigation is based on detailed measurements that are carried out at the test-bench.

Intensified emission regulations as well as consumption demands lead to an increasing significance of unburned hydrocarbon (UHC) emissions for diesel engines. On the one hand, the quantity of hydrocarbon (HC) raw emissions is important for emission predictions as well as for the exhaust after treatment. On the other hand, HC emissions are also important for predicting combustion efficiency and thus fuel consumption, since a part of unreleased chemical energy of the fuel is still bound in the HC molecules. Due to these reasons, a simulation model for predicting HC raw emissions was developed for diesel engines based on a phenomenological two-zone model. The HC model takes three main sources of HC emissions of diesel engines into account: Firstly, it contains a sub-model that describes the fuel dribble out of the injector after the end of injection. Secondly, HC emissions from cold peripheral zones near cylinder walls are determined in another sub-model.

The adequate dimensioning of drive train components such as gearbox, clutch and driveshaft presents a major technical task. The one of manual transmissions represents a special significance due to the customer’s ability of inducing high force, torque and thermic energy into the powertrain through direct mechanical interconnection of gearstick, clutch pedal and gearbox. Out of this, the question about how to capture behavior and strain of the components during real operation, as well as their objective evaluation evolves. Furthermore, the gained insights must be considered for designing and development. As a basis for the examination, measuring data from imposing driving tests are adduced. Therefore, a trial study has been conducted, using a representative circular course in the metropolitan area of Stuttgart, showing the average German car traffic. The more than 40 chosen drivers constitute the average driver in Germany with respect to age, gender and annual mileage.

This paper describes a novel approach for modeling an automotive HVAC unit. The model consists of black-box models trained with experimental data from a self-developed measurement setup. It is capable of predicting the temperature and mass flow of the air entering the vehicle cabin at the various air vents. A combination of temperature and velocity sensors is the basis of the measurement setup. A measurement fault analysis is conducted to validate the accuracy of the measurement system. As the data collection is done under fluctuating ambient conditions, a review of the impact of various ambient conditions on the HVAC unit is performed. Correction models that account for the different ambient conditions incorporate these results. Numerous types of black-box models are compared to identify the best-suited type for this approach. Moreover, the accuracy of the model is validated using test drive data.

The reliability of electronic components is of increasing importance for further progress towards automated driving. Thermal aging processes such as electromigration is one factor that can negatively affect the reliability of electronics. The resulting failures depend on the thermal load of the components within the vehicle lifetime - called temperature collective - which is described by the temperature frequency distribution of the components. At present, endurance testing data are used to examine the temperature collective for electronic components in the late development stage. The use of numerical simulation tools within Vehicle Thermal Management (VTM) enables lifetime thermal prediction in the early development stage, but also represents challenges for the current VTM processes [1, 2]. Due to the changing focus from the underhood to numerous electronic compartments in vehicles, the number of simulation models has steadily increased.

In addition to the analysis of human driving behavior or the development of new advanced driver assistance systems, the high simulation quality of today’s driving simulators enables investigations of selected topics pertaining to driving dynamics. With high reproducibility and fast generation of vehicle variants the subjective evaluation process leads to a better system understanding in the early development stages. The transfer of the original on-road test run to the virtual reality of the driving simulator includes the full flexibility of the vehicle model, the maneuver and the test track, which allows new possibilities of investigation. With the opportunity of a realistic whole-vehicle simulation provided by the Stuttgart Driving Simulator new analysis of the human’s thresholds of perception are carried out.

Highly automated driving (HAD) is under rapid development and will be available for customers within the next years. However the evidence that HAD is at least as safe as human driving has still not been produced. The challenge is to drive hundreds of millions of test kilometers without incidents to show that statistically HAD is significantly safer. One approach is to let a HAD function run in parallel with human drivers in customer cars to utilize a fraction of the billions of kilometers driven every year. To guarantee safety, the function under test (FUT) has access to sensors but its output is not executed, which results in an open loop problem. To overcome this shortcoming, the proposed method consists of four steps to close the loop for the FUT. First, sensor data from real driving scenarios is fused in a world model and enhanced by incorporating future time steps into original measurements.

In today's automotive climate, the tendency of an increasing number of vehicle model variants offered is coming to a head with the growing demands for safer vehicles. New legislation now ensures that the safety improvement by the fitment of stability control systems is certified for each new vehicle. Beginning year 2012, all new cars to be sold in the European Union have to be equipped with ESC, and as means to test performance, a new supplement to ECE R13 requires that the Sine-with-Dwell test be passed. As a result, OEMs have to handle the task of demonstrating that all their vehicles meet homologation requirements. With such a range of variants possible in each model, this can lead to an enormous quantity of testing. However, for the first time, ECE R13 allows homologation to be undertaken by test-supported simulation, and it is now possible to transfer more and more of this work into CAE.

Today's automotive software integration is a static process. Hardware and software form a fixed package and thus hinder the integration of new electric and electronic features once the specification has been completed. Usually software components assigned to an ECU cannot be easily transferred to other devices after they have been deployed. The main reasons are high system configuration and integration complexity, although shifting functions from one to another ECU is a feature which is generally supported by AUTOSAR. The concept of a Virtual Functional Bus allows a strict separation between applications and infrastructure and avoids source code modifications. But still further tooling is needed to reconfigure the AUTOSAR Basic Software (BSW). Other challenges for AUTOSAR are mixed integrity, versioning and multi-core support. The upcoming BMW E/E-domain oriented architecture will require all these features to be scalable across all vehicle model ranges.

This paper presents an autonomous cruise control for battery electric vehicles. The presented approach is based on the usage of predictive route data which is extracted out of a digital map and a wide range radar system in order to capture vehicles in front. By using the predictive route data and the information of the radar system, the autonomous cruise control can control the vehicle's speed over a wide range of driving situations without any driver interaction. The main aim of the presented autonomous cruise control is to optimize the battery electric vehicle's energy consumption. The main idea is to use predictive route data in order to calculate a consumption optimal vehicle speed trajectory by means of online optimization. The benefits of the autonomous cruise control are shown by means of real test drives and measured data evaluation.

Wheel slip control system have found a remarkable penetration in all car segments. The information on the wheel behavior has lead to further developments which control the brake performance as well as the driving of the car in general. Latest systems introduced especially on luxury cars use wheel individual brake intervention to ensure vehicle stability under various driving maneuvers within the physical limits. Such systems use vehicle dynamic sensors and special hydraulics which serve as energy source for the automatic brake application. The technical effort of such systems like the Dynamic Stability Control DSC has limited the installation to upper class cars so far. New approaches are required to allow for a more wide spread penetration. Optimized hydraulics together with a rational design of the electronics seems to offer a basis for a more cost effective design.

Innovative electric systems demand a new approach for the distribution of electric energy in passenger cars. This paper describes a very promising solution-the dual voltage power network with an upper voltage level of 42V, and the considerations which led to the selection of this voltage level. Owing to the significant impact on the industry, a common standard is required. Depending on their profile, OEMs will select their own strategies for implementation, either as a base for innovation or to enhance overall system efficiency. This will lead to different approaches and timeframes.

The study of oil emission is of essential interest for the engine development of modern cars, as well as for the understanding of hydrocarbon emissions especially during cold start conditions. A laser mass spectrometer has been used to measure single aromatic hydrocarbons in unconditioned exhaust gas of a H2-fueled engine at stationary and transient motor operation. These compounds represent unburned oil constituents. The measurements were accompanied by FID and GC-FID measurements of hydrocarbons which represent the burned oil constituents. The total oil consumption has been determined by measuring the oil sampled by freezing and weighing. It has been concluded that only 10 % of the oil consumption via exhaust gas has burned in the cylinders. A correlation of the emission of single oil-based components at ppb level detected with the laser mass spectrometer to the total motor oil emission has been found.

The development process of electronic control units (ECU) is increasingly supported by different tools. The target-specific code-generation for single micro-controllers becomes a standard technology. Thus a continuous tool support during the whole development cycle is possible. This extends from the specification of the functionality to the implementation of the software on the controller. The next generation of tool support is not only focused on single micro-controllers it also supports the design of systems consisting of different controllers connected via various communication entities. Thus the goal of the tool support is the automatic code-generation for such distributed embedded real-time systems including support of different communication buses (e.g., Controller Area Network CAN, Time Triggered Protocol TTP) and different processor targets.

a practice-oriented approach for an accelerated product development and product design process for mechatronic systems is presented. The handling of complex and versatile product data to perform this process is shown in the area of electrical drives and actuators in cars. It is discussed, how the coordination of all the necessary disciplines as development, design, testing field, specification and release management should be software supported and PDM integrated. The advantages and benefits of the presented methods are shown on particular examples. The necessary software modules are introduced, showing that the realized solution gives both opportunities - the integration into a PDM backbone and at the same time an independent communication within department and/or company. The practical way, to realize the expert-specific needs of the development department, which is not possible with a general PDM system is pointed out.

BMW, DaimlerChrysler, Motorola and Philips present their joint development activity related to the FlexRay communication system that is intended for distributed applications in vehicles. The designated applications for powertrain and chassis control place requirements in terms of availability, reliability and data bandwidth that cannot be met by any product currently available on the market under the testing conditions encountered in an automobile. A short look back on events so far is followed by a description of the protocol and its first implementation as an integrated circuit, as well as its incorporation into a complete tool environment.

The aim of the project is to reliably identify the set of constructive features responsible for the highest noise levels in the interior of motor vehicles. A simulation environment based on artificial intelligence techniques such as neural networks and genetic algorithms has been implemented. We used a system identification approach in order to approximate the functional relationship between the target noise series and the sets of constructive parameters corresponding to the cars. The noise levels were measured with a microphone positioned on the driver''s chair, and corresponded to a variation of the engine rotation of 600-900 rot/min. The database includes 45 different cars, each described by vectors of 67 constructive features.

The automakers that comprise MOST® describe the reasons for this decision. First, they present the automobile industry's needs relative to multimedia networks in vehicles. Then, they present the different aspects of the MOST® technology. Multimedia networks are used in the electronics market, but they do not meet the technical and industrial constraints of the automobile electronics, which is why six automakers are working on most technology under the aegis of ""Most Cooperation.'' The transmission rate is a decisive aspect in the selection of a multimedia network. The rate of sound and video applications require fiber optics. The multimedia network rate must be adequate for a vehicle equipped with the maximum number of options, but the maximum rate is limited by the number of passengers.

The optimization of the vaporization and mixture formation process is of great importance for the development of modern gasoline direct injection (GDI) engines, because it influences the subsequent processes of the ignition, combustion and pollutant formation significantly. In consequence, the subject of this work was the development of a measurement technique based on the laser induced exciplex fluorescence (LIF), which allows the two dimensional visualization and quantification of the in-cylinder air/fuel ratio. A tracer concept consisting of benzene and triethylamine dissolved in a non-fluorescent base fuel has been used. The calibration of the equivalence ratio proportional LIF-signal was performed directly inside the engine, at a well known mixture composition, immediately before the direct injection measurements were started.