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This paper discusses the RDC method utilizing delta-sigma analog-to-digital converter hardware module (DSADC) integrated in the Infineon's microcontroller family. With its higher resolution capability when compared to the regularly used ADC with successive-approximation (SAR), DSADC seems to have more potential. On the other hand, DSADC's inherent properties, such as asynchronous sampling rate and group delay, which when not handled properly, would have negative effects to the rotor positioning system. The solution to overcome those side-effects involves utilization of other internal microcontroller's resources such as timers and capture units, as well as additional software processing run inside CPU. The rotor positioning system is first modeled and simulated in high-level simulation language environment (Matlab and Simulink) in order to predict the transient- and steady state behaviors. The group delay itself is obtained by simulating the model of DSADC module implementation.

In-vehicle communication faces increasing bandwidth demands, which can no longer be met by today's MOST150, FlexRay or CAN networks. In recent years, Fast Ethernet has gained a lot of momentum in the automotive world, because it promises to bridge the bandwidth gap. A first step in this direction is the introduction of Ethernet as an On Board Diagnostic (OBD) interface for production vehicles. The next potential use cases include the use of Ethernet in Driver Assistance Systems and in the infotainment domain. However, for many of these use cases, the Fast Ethernet solution is too slow to move the huge amount of data between the Domain Controllers, ADAS Systems, Safety Computer and Chassis Controller in an adequate way. The result is the urgent need for a network technology beyond the Fast Ethernet solution. The question is: which innovation will provide enough bandwidth for domain controllers, fast flashing routines, video data, MOST-replacement and internal ECU buses?

Although supercharged system has been widely employed in downsized engines, the effect of supercharging on the intake flow characteristics remains inadequately understood. Therefore, it is worthwhile to investigate intake flow characteristics under high intake pressure. In this study, the supercharged intake flow is studied by experiment using steady flow test bench with supercharged system and transient flow simulation. For the steady flow condition, gas compressibility effect is found to significantly affect the flow coefficient (Cf), as Cf decreases with increasing intake pressure drop, if the compressibility effect is neglected in calculation by the typical evaluation method; while Cf has no significant change if the compressibility effect is included. Compared with the two methods, the deviation of the theoretical intake velocity and the density of the intake flow is the reason for Cf calculation error.

Two-stroke engines have to face the problems of insufficient charge for short intake time and the loss of intake air caused by long valve overlap. In order to promote the power of a two-stroke poppet valve diesel engine, measures are taken to help optimize intake port structure. In this work, the scavenging and combustion processes of three common types of intake ports including horizontal intake port (HIP), combined swirl intake port (CSIP) and reversed tumble intake port (RTIP) were studied and their characteristics are summarized based on three-dimensional simulation. Results show that the RTIP has better performance in scavenging process for larger intake air trapped in the cylinder. Its scavenging efficiency reaches 84.7%, which is 1.7% higher than the HIP and the trapping ratio of the RTIP reaches 72.3% due to less short-circuiting loss, 11.2% higher than the HIP.

More than ever, microcontroller performance in cars has a direct impact on the driving experience, on compliance with improved safety, ever-stricter emissions regulations, and on fuel economy. The simple microcontrollers formerly used in automobiles are now being replaced by powerful number-crunchers with incredible levels of peripheral integration. As a result, performance can no longer be measured in MIPS (Millions of Instructions Per Second). A microcontroller's effectiveness is based on coherent partitioning between analog and digital, hardware and software, tools and methodology. To make an informed choice among the available devices, the designer needs benchmarks that are specific to automotive applications, and which provide a realistic representation of how the device will perform in the automotive environment.

More than ever, microcontroller performance in cars has a direct impact on the driving experience, on compliance with improved safety, ever-stricter emissions regulations, and on fuel economy. The simple microcontrollers formerly used in automobiles are now being replaced by powerful number-crunchers whose performance can no longer be measured in MIPS. Instead, their effectiveness is based on a coherent partitioning between analog and digital, hardware and software, tools and methodology. To make an informed choice among the available devices, what the designer needs are benchmarks that are specific to automotive applications, and which provide a realistic representation of how the device will perform in the automotive environment. This presentation will explore the role of new benchmarks in the development of complex automotive applications.

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.

A power nozzle is a fuel injection actuator in which fuel is instantly compressed and then discharged by a solenoid piston pump with nozzle. Fuel vaporization inside the power nozzles is a challenging issue. This paper presents an effective solution to the fuel vaporization problem in the power nozzle. An applied physical process, fluid boundary layer pumping (FBLP), is found in this study. FBLP can result in fuel circulation within the fuel line of the power nozzle, which on one hand brings heat out of the power nozzle, and on the other hand blocks vapor from entering the piston pump.

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.

A new simulation tool was established and approved by TRW as part of the continuous improvement of the development process. This tool allows the OEM and the system supplier to keep high quality even with further reduced development times. The introduction of the tool in a side air-bag development program makes it possible to ensure high development confidence with a reduced number of vehicle crash tests and late availability of interior component parts.

In defining innovative and cost-effective chip sets for future automotive applications, system architects need high-level tools that allow them to rapidly determine the best silicon partitioning for a given application in terms of system performance as well as cost. The tool needs to be flexible, modular, and swift such that the system designer can perform abstract simulation iterations quickly for various functional partitioning scenarios, without requiring excessive computer resources. The tool must also be portable and adaptable to provide a simulation environment suitable to systems- or car-manufacturers for in-depth applications simulation and architecture assessment. The semiconductor component definition process using such a “mission-level” design tool for the automotive application electronic valve will be demonstrated. Methods for the analysis of electronic valve control system architectures using mission-level simulation will be developed.

The main objective of this paper is to investigate the influence of injection pressures and fuel temperatures on the secondary injection spray evolution at the end of injection from a multi-hole gasoline direct injection (GDI) injector by Mie-scattering technique. The results of this paper show that the overall injection process can be classified into five stages which are injection delay stage, main injection stage, dwell stage, secondary injection stage and ligaments breakup stage respectively. Especially, the secondary injection occurs at the end of main injection, which is abnormal and undesirable spray behaviors. During the injection, big droplets and ligaments are injected through nozzle orifices at low speed. As the injection pressure increases, the phase of the secondary injection advances, and the injection duration decreases. At medium injection pressures (at 6, 8 MPa), more quantity of fuel are injected as ligaments.

The automotive industry experiences a major change as vehicles are gradually becoming a part of the Internet. Security concepts based on the closed-world assumption cannot be deployed anymore due to a constantly changing adversary model. Automotive Ethernet as future in-vehicle network and a new E/E Architecture have different security requirements than Ethernet known from traditional IT and legacy systems. In order to achieve a high level of security, a new multi-layer approach in the vehicle which responds to special automotive requirements has to be introduced. One essential layer of this holistic security concept is to restrict non-authorized access by the deployment of embedded firewalls. This paper addresses the introduction of automotive firewalls into the next-generation domain architecture with a focus on partitioning of its features in hardware and software.

The intake process plays an important role in the operation of internal combustion engines. In the present study, a three-dimensional transient simulation of a four-valve diesel engine was performed using Large Eddy Simulation (LES) model based on software CONVERGE. The mean velocity components in three directions through the intake valve curtain, the flow separation around the intake valves, the influences of inlet jet on turbulence flow field and cycle-to-cycle variation were investigated in this work. The result shows that the mean velocity distributes non-uniformly near the valve curtain at high valve lifts. In contrast, the mean velocity distribution is uniform at low valve lifts. It is found that the flow separation occurs at valve stem, valve seat and valve sealing through the outlet of the helical port. In contrast, flow separation is only observed in the valve seat through the outlet of the tangential port.

In-cylinder direct-injected technology provides a flexible and accurate optimization for internal combustion engines to reduce emission and improve fuel efficiency. With increasingly stringent requirements for the emissions of nitrogen oxides (NOx) and CO2, the content of injections in an engine combustion cycle has reached 7 to 9 times in gasoline direct injection (GDI) and the diesel engine with high-pressure common rail (HPCR). Accurate control of both time and quantity of injection is critical for engine performance and emissions, while the dynamic response of injector spray characteristics is a key factor. In this paper, a test bench was built for monitoring the dynamic response of solenoid injectors with high-speed micro-photography and synchronous current collection system. Experimental studies on the dynamic response of GDI and HPCR solenoid injectors were carried out.

Air charge calibration of turbocharged SI gasoline engines with both variable inlet valve lift and variable inlet and exhaust valve opening angle has to be very accurate and needs a high number of measurements. In particular, the modeling of the transition area from unthrottled, inlet valve controlled resp. throttled mode to turbocharged mode, suffers from small number of measurements (e.g. when applying Design of Experiments (DoE)). This is due to the strong impact of residual gas respectively scavenging dominating locally in this area. In this article, a virtual residual gas sensor in order to enable black-box-modeling of the air charge is presented. The sensor is a multilayer perceptron artificial neural network. Amongst others, the physically calculated air mass is used as training data for the artificial neural network.

Nowadays, a continually growing system complexity due to the development of an increasing number of vehicle concepts in a steadily decreasing development time forces the engineering departments in the automotive industry to a deepened system understanding. The virtual design and validation of individual components from subsystems up to full vehicles becomes an even more significant role. As an answer to the challenge of reducing complete hardware prototypes, the virtual competence in NVH, among other methods, has been improved significantly in the last years. At first, the virtual design and validation of objectified phenomena in analogy to hardware tests via standardized test rigs, e.g. four poster test rig, have been conceived and validated with the so called MBS (Multi Body Systems).

Advanced safety features and new services in connected cars depend on the security of the underlying vehicle functions. Due to the interconnection with the outside world and as a result of being an embedded system a modern vehicle is exposed to both, malicious activities as faced by traditional IT world systems as well as physical attacks. This introduces the need for utilizing hardware-assisted security measures to prevent both kinds of attacks. In this paper we present a survey of the different classes of hardware security devices and depict their different functional range and application. We demonstrate the feasibility of our approach by conducting a case study on an exemplary implementation of a function-on-demand use case. In particular, our example outlines how to apply the different hardware security approaches in practice to address real-world security topics. We conclude with an assessment of today’s hardware security devices.

Integration scenarios for ECU software become more complicated, as more constraints with regards to timing, safety and security need to be considered. Multi-core microcontrollers offer even more hardware potential for integration scenarios. To tackle the complexity, more and more model based approaches are used. Understanding the interaction between the different software components, not only from a functional but also from a timing view, is a key success factor for high integration scenarios. In particular for multi-core systems, an amazing amount of timing data can be generated. Usually a multi-core system handles more software functionality than a single-core system. Furthermore, there may be timing interference on the multicore systems, due to the shared usage of buses, memory banks or other hardware resources.

In modern vehicles, the number of small electrical drive systems is still increasing continuously for blowers, fans and pumps as well as for window lifts, sunroofs and doors. Requirements and operating conditions for such systems varies, hence there are many different solutions available for controlling such motors. In most applications, simple, low-cost DC motors are used. For higher requirements regarding operating time and in stop-start capable systems, the focus turns to highly efficient and durable brushless DC motors with electronic commutation. This paper compares various electronic control concepts from a semiconductor vendor point of view. These concepts include discrete control using relays or MOSFETs. Furthermore integrated motor drivers are discussed, including system-on-chip solutions for specific applications, e.g. specific ICs for window lift motors with LIN interface.