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Recently, vehicle networks have increased complexity due to the demand for autonomous driving or connected devices. This increasing complexity requires high bandwidth. As a result, vehicle manufacturers have begun using Ethernet-based communication for high-speed links. In order to deal with the heterogeneity of such networks where legacy automotive buses have to coexist with high-speed Ethernet links vehicle manufacturers introduced a vehicle gateway system. The system uses Ethernet as a backbone between domain controllers and CAN buses for communication between internal controllers. As a central point in the vehicle, the gateway is constantly exchanging vehicle data in a heterogeneous communication environment between the existing CAN and Ethernet networks. In an in-vehicle network context where the communications are strictly time-constrained, it is necessary to measure the delay for such routing task.

The complexity of automotive software and the needs for shorter development time and software portability require the development of new approaches and standards for software architectures. The AUTOSAR project is one of the most comprehensive and promising solutions for defining a methodology supporting a function-driven development process. Furthermore, it manifests itself as a standard for expressing compatible software interfaces at the Application Layer. This paper discusses the implementation of AUTOSAR requirements for the component structure, as well as interfaces to the Application Layer in a model-based development environment. The paper outlines the major AUTOSAR requirements for software components, provides examples of their implementation in a Simulink/Stateflow model, and describes the modelbased implementation of an operating system for running AUTOSAR software executables (“runnables”).

Diesel engine exhaust aftertreatment components, especially the diesel particulate filter (DPF), are subject to various modes of degradation over their lifetimes. One particular adverse effect on the DPF is the significant rise in pressure drop due to the accumulation of engine lubricant-derived ash which coats the inlet channel walls effectively decreasing the permeability of the filter. The decreased permeability due to ash in the DPF can result in increased filter pressure drop and decreased fuel economy. A unique two-step approach, consisting of experimental measurements and direct numerical simulations using ultra-high resolution 3D imaging data, has been utilized in this study to better understand the effects of ash accumulation on engine aftertreatment component functionality.

The Engine-Out Particulate Matter (EOPM) was collected from a spark ignition engine operating in steady state using a heated quartz fiber filter. The samples were weighted to obtain an EOPMindex and were analyzed using Scanning Electron Microscopy. The EOP Mindex was not sensitive to the engine rpm and load. When the mixture is very rich (air equivalence ratio λ less than ∼ 0.7), the EOPM comprise mostly of soot particles from fuel combustion. In the lean to slightly rich region (0.8 < λ < 1.2), however, the EOPM are dominated by particles derived from the lubrication oil.

The use of advanced electron microscopy techniques to characterize both the bulk and near-atomic level microstructural evolution of catalyst materials during different dynamometer/vehicle aging cycles is an integral part of understanding catalyst deactivation. The study described here was undertaken to evaluate thermally-induced microstructural changes which caused the progressive loss of catalyst performance in a three-way automotive catalyst. Several different catalyst processing variables, for example changing the washcoat ceria content, were also evaluated as a function of aging cycle and thermal history. A number of thermally-induced microstructural changes were identified using high resolution electron microscopy techniques that contributed to the deactivation of the catalyst, including sintering of all washcoat constituents, γ-alumina transforming to α-, β-, and δ-alumina, precious metal redistribution, and constituent encapsulation.

Intense competition in the automotive industry requires continuous reduction in innovation cycle time, even as corporations are downsizing and system complexity is increasing. Subsequently, the application of recently introduced Rapid Algorithm Development (RAD) tools has facilitated significant advances in the development of embedded control systems. The RAD steps include system modeling, control algorithm design, simulation analysis, automated calibration design, and vehicle implementation through automatic code generation. The application of RAD tools and the associated benefits are described, specifically in the context of Engine Management Systems (EMS). Such benefits include significant reductions in development cycle time, open architecture, automated calibration, and information reuse.

Introduction of an array of new electrical and electronic features into future vehicles is generating vehicle electrical power requirements that exceed the capabilities of today's 14 volt electrical systems. In the near term (5 to 10 years), the existing 14V system will be marginally capable of supporting the expected additional loads with escalating costs for the associated charging system. However, significant increases in vehicle functional content are expected as future requirements to meet longer-term (beyond 10 years) needs in the areas of emission control, fuel economy, safety, and passenger comfort. A higher voltage electrical system will be required to meet these future requirements. This paper explores the functional needs that will mandate a higher voltage system and the benefits derivable from its implementation.

The increasingly stringent requirements in relation to emission reduction and onboard diagnostics are pushing the Chinese automotive industry toward more innovative solutions and a rapid increase in electronic control performance. To manage the system complexity the architecture will require being well structure on hardware and software level. The paper introduces GEMS-K1 (Gasoline Engine Management System - Kit 1). GEMS-K1 is a platform being compliant with Euro IV emission regulation for gasoline engines. The application software is developed using modeling language, the code is automatically generated from the model. The driver software has a well defined structure including microcontroller abstraction layer and ECU abstraction layer. The hardware is following design rules to be robust, 100% testable and easy to manufacture. The electronic components use the latest innovation in terms of architecture and technologies.

The presence of liquid fuel inside the engine cylinder is believed to be a strong contributor to the high levels of hydrocarbon emissions from spark ignition (SI) engines during the warm-up period. Quantifying and determining the fate of the liquid fuel that enters the cylinder is the first step in understanding the process of emissions formation. This work uses planar laser induced fluorescence (PLIF) to visualize the liquid fuel present in the cylinder. The fluorescing compounds in indolene, and mixtures of iso-octane with dopants of different boiling points (acetone and 3-pentanone) were used to trace the behavior of different volatility components. Images were taken of three different planes through the engine intersecting the intake valve region. A closed valve fuel injection strategy was used, as this is the strategy most commonly used in practice. Background subtraction and masking were both performed to reduce the effect of any spurious fluorescence.

Infineon's latest high-end automotive microcontrollers like TC1796 are complex Systems On Chip (SoC) with two processor cores and up to two internal multi-master buses. The complex interaction between cores, peripherals and environment provides a big challenge for debugging. For mission critical control like engine management the debugging approach must not be intrusive. The provided solution are dedicated Emulation Devices which are able to deal with several 10 Gbit/s of raw internal trace data with nearly no cost adder for mass production and system design. Calibration, which is used later in the development cycle, has different requirements, but is covered by the Emulation Devices as well. The architecture of TC1796ED comprises the unchanged TC1796 silicon layout, extended by a full In-Circuit Emulator (ICE) and calibration overlay memory on the same die. In most cases, the only debug/calibration tool hardware needed is a USB cable.

The increasing legal requirements for safety, emission reduction, fuel economy and onboard diagnosis systems push the market for more innovative solutions with rapidly increasing complexity. Hence, the embedded systems that will have to control the automobiles have been developed at such an extent that they are now equivalent in scale and complexity to the most sophisticated avionics systems. This paper will demonstrate the key elements to provide a powerful, scalable and configurable solution that offers a migration pass to evolution and even revolution of automotive Sensors and Sensor interfaces. The document will explore different architectures and partitioning. Sensor technologies such as magnetic field sensors based on the hall effect as well as bulk and surface silicon micro machined sensors will be mapped to automotive applications by examples. Functions such as self-test, self-calibration and self-repair will be developed.

The increasing legal requirements for safety, emission reduction, fuel economy and onboard diagnosis systems is pushing the market for more innovative solutions with rapidly increasing complexity. Hence, the embedded systems that will have to control the automobiles have been developed at such an extent that they are now equivalent in scale and complexity to the most sophisticated avionics systems. The former analogue filter design is now replaced by digital signal processing. This paper will demonstrate the key elements to provide a powerful, scalable and configurable solution that offers a migration route to evolve and even revolutionize automotive electronics. To illustrate this migration toward digital processing the knock function has been developed. A simple RC filter is used as external anti-aliasing. To get the maximum flexibility the signal is very early converted and processed digitally. The micro-controller has been developed using a three-layered solution.

Driven by factors like consumption, power output per liter, comfort and more stringent exhaust gas standards the powertain control area, has developed rapidly in the last decades. This trend has also brought with it many innovations in the ignition application. Today we can see a trend to Pencil-coil or Plug-top-coil ignition systems. The next step in system partitioning is to remove the power driver from the ECU and place it directly in/on the coil body. The advantages of the new partitioning - e.g. no high voltage wires, reduced power dissipation on the ECU - are paid with different, mainly tougher requirements for the electronic components. By using specialized technologies for the different functions - IGBT for switching the power, SPT for protection, supply and diagnostics - in chip-on-chip technology all required functions for a decentralized ignition system can be realized in a TO220/ TO263 package.

As the demand for enhanced comfort, safety and differentiation with new features continues to grow and as electronics and software enable most of these, the number of electronic units or components within automobiles will continue to increase. This will increase the overall system complexity, specifically with respect to the number of controller actuators such as e-motors. However, hard constraints on cost and on physical boundaries such as maximum power dissipation per unit and pin-count per unit/connector require new solutions to alternative system partitioning. Vehicle manufacturers, as well as system and semiconductor suppliers are striving for increased scalability and modularity to allow for most cost optimal high volume configurations while featuring platform reuse and feature differentiation. This paper presents new semiconductor based approaches with respect to technologies, technology mapping and assembly technologies.

The following article discusses various proposed solutions, for driving small motors from the existent 12V or 24V supply voltage system at the 42V PowerNet by using dc-dc converters or pulse width modulation (PWM) for voltage- and power- matching with respect to the EMI behaviour.

In terms of modern technical systems, the automotive sector is characterized by escalating complexity and functionality requirements. The development of embedded control systems has to meet highest demands regarding process-, time- and cost-optimization. Hence, the efficiency of software development becomes a crucial competitive advantage. Systems design engineers need effective tools and methods to achieve exemplary speed and productivity within the development phase. To obtain such tools and methods, semiconductor manufacturers and tool manufacturers must work closely together. Within the joint efforts of ETAS and Infineon, the software tool suite ASCET-SD was enhanced to generate efficient C code for Infineon's TriCore architecture mapped on ETAS's real-time operating system ERCOSEK. The processor interface to application & calibration tools was realized using the ETK probe based on a JTAG/Nexus link at very high bandwidth.

The increasing features and complexity of today's automotive architectures are becoming increasingly difficult to manage. Each new innovation typically requires additional mechanical actuators and associated electrical controllers. The sheer number of black boxes and wiring are being limited not by features or cost but by the inability to physically assemble them into a vehicle. A new architecture is required which will support the ability to add new features but also enable the Vehicle Assembly Plants to easily assemble and test each subsystem. One such architecture is a distributed multiplex arrangement that reduces the number of wires while enabling flexibility and expandability. Previous versions have had to deal with issues such as noise immunity at high switching currents. The LIN Bus with its low cost and rail-to-rail capability may be the key enabling technology to make the multiplexed architecture a reality.

The recent improvements in automotive electronics have had a tremendous impact on safety, comfort and emissions. But the continuous increase of the volume of electronic equipment in cars (representing more than 25% of purchasing volume) as well as the increasing system complexity represent a new challenge to quality, post-sales customer support and maintenance. Identifying a fault in a complex network of ECUs, where the different functions are getting more and more intricate, is not an easy task. It can be shown that with the levels of reliability common in 1980, an upper-range automobile of today could never function fault-free. On-Board-Diagnostics (OBD) concepts are emerging to assist the maintenance personnel in localizing the source of a problem with high accuracy, reducing the vehicle repair time, repair costs and costs of warranty claims.

Computer simulation of extravehicular activity (EVA) is increasingly being used in planning and training for EVA. A space suit model is an important, but often overlooked, component of an EVA simulation. Because of the inherent difficulties in collecting angle and torque data for space suit joints in realistic conditions, little data exists on the torques that a space suit’s wearer must provide in order to move in the space suit. A joint angle and torque database was compiled on the Extravehicular Maneuvering Unit (EMU), with a novel measurement technique that used both human test subjects and an instrumented robot. Using data collected in the experiment, a hysteresis modeling technique was used to predict EMU joint torques from joint angular positions. The hysteresis model was then applied to EVA operations by mapping out the reach and work envelopes for the EMU.

As compared to home audio, the automobile has a different spatial and spectral distribution of sound. This can cause stereo images to blur or shift due to conflicting localization cues. The impact of interaural time and level differences is discussed, along with frequency-selective pinna and head cues. Review of the literature shows that our poorest localization is for mid frequencies (∼2kHz). Yet in an automobile, low frequencies are severely relocated with a minimum effect on fidelity. It is suggested this is because middle frequencies dominate the perception and localization of sound. Therefore, some high frequency information might also be relocated.