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Environmental consciousness and tightening emissions legislation push the market share of electronic fuel injection within a dynamically growing world wide small engines market. Similar to automotive engines during late 1980's, this opens up opportunities for original equipment manufacturers (OEM) and suppliers to jointly advance small engines performance in terms of fuel economy, emissions, and drivability. In this context, advanced combustion system analyses from automotive engine testing have been applied to a typical production motorcycle small engine. The 125cc 4-stroke, 2-valve, air-cooled, single-cylinder engine with closed-loop lambda-controlled electronic port fuel injection was investigated in original series configuration on an engine dynamometer. The test cycle fuel consumption simulation provides reasonable best case fuel economy estimates based on stationary map fuel consumption measurements.

This paper presents an overview of the evolution & revolution of automotive E/E architectures and how we at Bosch, envision the technology in the future. It provides information on the bottlenecks for current E/E architectures and drivers for their evolution. Functionalities such as automated driving, connectivity and cyber-security have gained increasing importance over the past few years. The importance of these functionalities will continue to grow as these cutting-edge technologies mature and market acceptance increases. Implementation of these functionalities in mainstream vehicles will demand a paradigm shift in E/E architectures with respect to in-vehicle communication networks, power networks, connectivity, safety and security. This paper expounds on these points at a system level.

Since introduction of safety belts in the 70s and airbags in the early 80s, these passive safety technologies have become standard in many markets. Remarkable improvement in passive safety, efforts to alter driver behaviour and infrastructural programmes have led to substantial reductions of fatalities in many regions, although the absolute number of highway fatalities increased e.g. in the USA in 2002 to the highest level since 1990. Electronic Stability Control (ESC) as an active safety technology assists the driver to keep the vehicle on the intended track and thereby actively prevents accidents. In 1995 Bosch was the first supplier to introduce ESC for the Mercedes-Benz S-Class, where it is marketed as ESP® - Electronic Stability Program. Since then, Bosch has produced more than 30 million systems worldwide. Many studies have now confirmed that ESC can prevent a vehicle from skidding or rolling over in nearly all driving situations.

The conventional measurements to describe the photometric quality of headlamps usually only comprise the luminous flux and the illuminance (resp. the luminous intensity) in several measuring points given by Type Approval Legislation. Practically, these photometric measurements do not describe the visual impression of a headlamp light distribution sufficiently, neither in lab nor in real street geometry. With the clear outer lens headlamps introduced recently, filament images are projected directly onto the screens or streets, thus giving new impulses to research. Starting from the established photometric practice, other types of measurements and physiological fundamentals will be discussed. The basic tools to make physical measurement and physiological impression comparable, e.g. in terms of homogeneity, are shown.

For about 20 years now, legislation for emission standards has become more and more strict. Main current standards are LEVII legislation for US- and EU4 for the European Market. Many emerging markets like e.g. China, India, Russia adopt EU regulations (directly or modified. Mid of 90's discussions began on restrictions and legislation for CO2 emissions. The European commission recently proposed concrete legislation standards for 2012 and 2020. These will have strong influence on the strategies of the Car Manufacturers. Single measures like start stop will be of general interest. But for reaching the fleet average combinations of measures in a single engine configuration will be necessary. Bosch system solutions for engine- and power-train management are available for the whole span of world car segments, ranging from value concepts optimized for emerging markets up to high feature solutions for most stringent requirements world wide.

In order to master the increasing complexity of electrical/electronic (E/E) systems in vehicles, E/E architecture design has become an established discipline. The task of the E/E architecture design is to come up with solutions to challenging and often contradictory requirements such as reduced cost and increased flexibility / scalability. One way to optimize the E/E architecture in terms of cost (electronics & wiring harness) is to integrate functions. This can be done by either combining functions from multiple ECUs into a single ECU or by introducing Domain Control Units. Domain Control Units provide the main software functionality for a vehicle domain, while relegating the basic functions of actuator control to connected intelligent actuators. Depending on the different market segments (low price, volume and premium) and the different vehicle domains, the actual usage of Domain Control Units can be quite different and sometimes questionable.

In order to prevent injuries due to automatic functions like express- and comfort-opening/closing of power operated window-lift and sunroof systems, mechanisms for detecting obstacles have to be established. The main related regulations are the 74/60/ECC and the FMVSS 118. In this paper we present a unified approach for smart actuators that bases on monitoring the rotational speed of the armature. The advantages have been worked out with the aid of system simulation and proven with tests under realistic and extreme scenarios. The presented results are mainly focused on a sunroof project, which is upcoming for an European car platform in 2001 and is specified to fulfill both regulations simultaneously.

A major trend in modern vehicle control is the increase of complexity and interaction of formerly autonomous systems. In order to manage the resulting network of more and more integrated (sub)systems Bosch has developed an open architecture called CARTRONIC for structuring the entire vehicle control system. Structuring the system in functionally independent components improves modular software development and allows the integration of new elements such as integrated starter/generator and the implementation of advanced control concepts as drive train management. This approach leads to an open structure on a high level for the design of advanced vehicle control systems. The paper describes the integration of the spark-ignition (SI) engine management system (EMS) into a CARTRONIC conform vehicle coordination requiring a new standard interface between the vehicle coordination and the EMS level.

Pedestrian protection is an upcoming field for research and development. Active pedestrian protection is described from a system perspective. In this view, the development of an active pedestrian protection system is shown. First an overview on statistics and legal requirements is given and the system requirements are discussed. Sensor concepts and realizations are shown, also different test methods and results are explained. FE-simulations to complete and later replace additional tests are developed, after cross check with the experimental results. In combination with the shown actuator concept this leads to a full functioning active pedestrian protection system.

On the way to automated driving, the installation rate of surround sensing systems will rapidly increase in the upcoming years. The respective technical progress in the areas of driver assistance and active safety leads to a numerous and valuable information and signals to be used prior to, during and even after an accident. Car makers and suppliers can make use of this new situation and develop integrated safety functions to further reduce the number of injured and even deaths in car accidents. Nevertheless, the base occupant safety remains the core of this integrated safety system in order to ensure at least a state-of-the-art protection even in vehicles including partial, high or full automation. Current networked safety systems comprehend a point-to-point connection between single components of active and safety systems. The optimal integration requires a much deeper and holistic approach.

This paper is based on the experiences with Adaptive Cruise Control (ACC) systems at BOSCH. Necessary components (especially range sensor, curve sensors, actuators and display) are described, roughly specified, and their respective strength and weaknesses are addressed. The system overview contains the basic structure, the main control strategy and the concept for driver-ACC interaction. Afterwards the principal as well as the current technical limits of ACC systems are discussed. The consequences on traffic flow, safety and driver behavior are emphasized. As an outlook, development trends for extended functionality are given for the next generation of driver assistance systems.

In spite of improvements in passive safety and efforts to alter driver behavior, the absolute number of highway fatalities in 2002 increased to the highest level since 1990 in the US. ESP is an active safety technology that assists the driver to keep the vehicle on the intended path and thereby helps to prevent accidents. ESP is especially effective in keeping the vehicle on the road and mitigating rollover accidents which account for over 1/3 of all fatalities in single vehicle accidents. In 1995 Bosch was the first supplier to introduce electronic stability control (ESC) for the Mercedes-Benz S-Class sedan. Since then, Bosch has produced more than 10 million systems worldwide which are marketed as ESP - Electronic Stability Program. In this report Bosch will present ESP contributions to active safety and the required adaptations to support four wheel driven vehicles and to mitigate rollover situations.

If a sensor shall be applied in motor vehicles, all the components of the sensor must fulfil special requirements. Particular attention must be paid to the installation of the sensitive element and to the adaptation to which the sensor is to be put. The objective of this paper is to illustrate these demands more closely using three different types of sensors as examples: a displacement sensor, a pressure sensor and an acceleration sensor.

Despite the tough environmental conditions facing electronic systems in commercial vehicles, electronics is gaining ground also in these applications. In the drive sector it improves the operation of the main and auxiliary drives, upgrades fuel efficiency and reduces emission pollutant levels. It enhances safety by preventing wheel spinning in braking and acceleration. Electronic displays reduce the number of single indications otherwise needed, thus making for more clarity in information for the driver and facilitating the driver's task. Self-diagnosing and integrated emergency operation (“limp home”) capabilities are to ensure availability, a factor of special importance in commercial vehicles. A data interface standardized as widely as possible would allow add-on systems to be coupled easily and flexibly.

A closure system for automotive security and driver comfort has been developed. The system combines a passive entry system and an electronic door latch system. The passive entry system utilises a single chip transponder for vehicle immobilisation, passive entry and remote control functionality. The form factor free transponder enables the integration into a key fob or a smart card. The system can be activated by either pulling the door handle or by using a push button transponder. Due to the inductive coupling between the transponder and the vehicle mounted antennas, the vehicle door or trunk opens on successful verification as if there were no locks. Additionally, inside the vehicle, the transponder can be used as a far range immobiliser. The electronic door latch system utilises electronically controlled latches.

To satisfy the increasing demand for automotive safety a warning system (WARN) to support drivers has been developed. The basic idea is to transmit safety-related information from one vehicle to surrounding vehicles by direct wireless communication. To ensure user-acceptance of the system different strategies have been developed in order to provide only relevant information to a specific driver. The strategies rely on a comparison of the received alert messages with the current driving situation. Simulations show a significant safety-improvement due to the system if at least 10 percent of all vehicles are equipped with the system.

Due to an earlier analysis of the interrelation between collisions and advanced driver reaction a significant number of accidents could be avoided through timely threat recognition and appropriate maneuvers for collision avoidance. This may be achieved either by suitable warning to the driver or by automatic support to longitudinal or lateral control of the vehicle. A precondition for the registration of the dangerous situation is the incorporation of appropriate sensors. This leads to an surround sensor vision system accompanied by a matched human machine interface. Many vehicles readily offer ultrasonic reversing aids as add-on systems. Furthermore, long-range radar systems for adaptive cruise control are now coming on the market. New sensor technologies, such as short-range radar and video, which are currently under development, open up a plurality of novel functions thus enhancing driving safety and comfort.

We are faced with a rapidly increasing flood of information to the driver. In addition to established information systems (car radio, vehicle monitoring, mobile phones), high class vehicles feature navigation systems almost as standard. In the next decade, driver assistance and collision mitigation systems will appear in vehicles. Hence, there is an increasing demand for supplying the driver with more information that help him to drive safer and more economical. In parallel, the price decline in the computer market and the availability of powerful graphic hard- and software concepts make it possible to enhance the classical functions of the instrument board to an interactive multifunctional information panel, and the dashboard will be the main interface between car and driver.

In the year of 2012 in India the total number of accidents with injuries is registered by Ministry of Road Transport and Highway with 490,383 out of which injured people are 509,667 and fatalities are 138,258 [1]. Nearly 17% of the fatalities are occupants of passenger cars which constitute the second highest contributor for fatal accidents in India [1]. In order to understand the root causes for car accidents in India, Bosch accident research carried out a study based on in-depth accidents collected in India. Apart from other accident contributing factors e.g. infrastructure the driver behaviour and his actions few milliseconds just prior to the crash is an extremely important and a key valuable data for the understanding of accident causation. Further on it supports also the development of modern automotive safety functions. Hence this research was undertaken to evaluate the benefit of the state-of-the art vehicle safety systems known as Antilock Braking System (ABS).

In the next 20 years the share of small electric vehicles (SEVs) will increase especially in urban areas. SEVs show distinctive design differences compared to traditional vehicles. Thus the consequences of impacts of SEVs with vulnerable road users (VRUs) and other vehicles will be different from traditional collisions. No assessment concerning vehicle safety is defined for vehicles within European L7e category currently. Focus of the elaborated methodology is to define appropriate test scenarios for this vehicle category to be used within a virtual tool chain. A virtual tool chain has to be defined for the realization of a guideline of virtual certification. The derivation and development of new test conditions for SEVs are described and are the main focus of this work. As key methodology a prospective methodical analysis under consideration of future aspects like pre-crash safety systems is applied.