Search Results

One of the important factors in ensuring the proper operation of the various functions of an automobile is the dimensional quality of the components to fulfill above functions. The determination of the geometric accuracy of automotive parts should be performed using methods which have to meet following criteria: 1. the required measuring accuracy; 2. ensure a high productivity; 3. are easily duplicated by producer and consumer (in the case of subcontracting) so that standardization of these measuring methods can be carried out; and 4. will yield characteristic geometric parameters which are recognized by both producer and consumer as standard for component acceptance. A number of measurement methods and their resulting characteristic dimensional parameters will be presented in this paper and a comparison will be made between them as to their ability to meet above named requirements.

The Coordinating European Council for the Development of Performance Tests for Lubricants and Engine Fuels (CEC) was founded 20 years ago with primary objective of developing simple and cheap standardized performance tests in European equipment in order to avoid the proliferation of in-house test procedures. This paper describes the changing emphasis on CEC terms of reference over the years and quotes examples of specific European tests which have become well established and are being used by oil and additive companies, vehicle manufacturers and users. The European engine lubricant environment is described and the interaction between the industries and standardizing bodies involved is highlighted. The CEC is endeavouring to meet the challenge of providing appropriate performance tests to the industries, requiring flexibility and close cooperation, particularly at a time when the evolution of engine designs and usage is relatively rapid.

Up to now it was necessary that with the exhaust gas measuring the recall of the tests (ECE, CVS, Japan etc.) was coordinated by a master computer who collected the data, processed them and recorded them via the peripheral equipment or that an operator undertook these functions. In a modern processing system the control and evaluation expense in the central computer is reduced by the reasonable application of microprocessors in the different decentralized units such as analysing systems, CVS-systems, driver's aid and so on. For this purpose in the individual units are executed independently in the following operations: - sequence control - independent execution of calibrations - automatic switching over of the measuring range - conversion of the measuring values into physical values - linearization Specified interfaces and standardized transmission software facilitate the interplay of the units with a master computer.

In order to enlighten the expected trends and opportunities within the field of technologies for passenger cars, several studies were realized recently. The unique nature of different studies is to be seen in the Delphi-like methodology asking selected experts and, implicitly or explicitly, assuming the global compass which is specifying the design and use of future cars. Reporting essential conclusions of the surveys it is identified that the trend towards international standardization and equalization of vehicle weights and drive unit design observed in the past could continue, a diversification in the energy sector could occur and the use of new materials could support the efforts to increase the quality. Several electronic devices will be installed in order to supervise and control the function of the vehicle. Independent of national influences, a continuous development without any decisive or revolutionary changes is expected.

This paper attempts to open a dialogue between broadcasters and receiver manufacturers regarding standardization of transmitter and receiver frequency response to increase consumer satisfaction with AM. The problems, politics, and economics of the broadcasters are discussed. A family of pre-emphasis curves and a single “quasi-wideband” de-emphasis curve are presented. The authors believe these to be the most effective compromise between the “wideband” and “narrowband” camps. These curves permit the bandwidth of the receiver to be substantially widened without introduction of unpleasant stridency or other undesirable effects. Simultaneously, they are highly effective in improving the perceived high frequency response of existing narrowband radios. Together, the pre-emphasis and de-emphasis provide “quasi-high-fi” audio which can sound very similar to FM to the consumer listening in the car.

This paper describes the Nissan ASV-2, an experimental advanced safety vehicle, and the technologies • • incorporated in this vehicle. The Nissan ASV-2 was developed during the second phase (FY 1996–2000) of the Advanced Safety Vehicle (ASV) program promoted by the Ministry of Land, Infrastructure and Transport. Newly developed technologies are incorporated into the vehicle specifically for reducing the number of traffic accidents overall. Overviews are given of the major individual systems that have been developed as Nissan ASV technologies, and several systems that are distinctive features of the ASV-2 are discussed in detail.

Once the adaptive cruise control systems are already in the market in Japan and Europe, the evolution of these comfort systems is logically going towards implementing new additional functions and safety strategies in order to detect and actuate in case of emergency. This transition has to be done in clear and precise steps to assure an easy adaptation to each improvement. Driver assistance systems will play a major role in the future to minimise the risk and consequences of accidents and to increase the driving comfort level. The impact of such systems on traffic and society is briefly commented. This paper discusses the need of new driver assistance systems and a possible roadmap for them. After a short introduction of present Adaptive Cruise Control (ACC), and based on them, next possible functions are described.

Years ago car manufacturers started using reusable software components for the development of ECU applications. As communication between ECUs is not a competitive advantage, there has been a lot of standardization efforts, especially in Europe. Whereas the standards for Operating Systems and Network Managements are widely accepted and used, all major OEMs created their own versions of Communication Modules, which presents a major roadblock for OEM independent ECU development. We show how the OEM specifics can be hidden by using a tool configured middleware.

Future applications in the automotive domain such as distributed control functions need a highly dependable communication system. The current FlexRay standard already provides high transmission speeds and addresses deterministic data communication. This paper shows how to enhance the safety properties for handling a new set of applications and speeding up the communication even more. The concept of Layered FlexRay is based on the FlexRay protocol and addresses the requirements of safety-relevant applications in a distributed communication network. An implementation of this approach is depicted with a Safety Core hardware chip. It is designed to handle the communication between the FlexRay system beneath and the application on the host CPU above, providing highly efficient data management and execution of safety functions which otherwise would have to be executed in software on the host CPU.

Reductions of hardware costs as well as implementations of new innovative functions are the main drivers of today's automotive electronics. Indeed more and more resources are spent on adapting existing solutions to different environments. At the same time, due to the increasing number of networked components, a level of complexity has been reached which is difficult to handle using traditional development processes. The automotive industry addresses this problem through a paradigm shift from a hardware-, component-driven to a requirement- and function-driven development process, and a stringent standardization of infrastructure elements. One central standardization initiative is the AUTomotive Open System ARchitecture (AUTOSAR). AUTOSAR was founded in 2003 by major OEMs and Tier1 suppliers and now includes a large number of automotive, electronics, semiconductor, hard- and software companies.

Navigation systems in vehicles, aftermarket portable navigation devices (PNDs) and PDAs are now selling in significant volumes-more than X million units in 2005 in North America alone. But there lingers a nagging sense that navigation has not yet hit upon the “Wow!” factor that other products have-the IPOD, the Xbox, and the Blackberry, to name a recent few. Undaunted, true believers remain confident that navigation (broadened to include Location-Based Services (LBS) and coupled with Advanced Driver Assistance Systems (ADAS) technology), can and will move into a higher plane where the technology will play an integral and transformative role in consumer lifestyles. This paper discusses how we might achieve that “Wow!” for navigation systems and goes on to focus on the make-or-break role that next generation digital maps will have in the creation of products and services that are truly lifestyle-altering.

Automotive infotainment has traditionally focused on static, on-board guidance for destinations with primitive point-of-interest (POI) data. Today, improved functionality and faster, affordable processing power (such as that found in Hard Disk Drive based systems), are creating environments that can support richer content presentations and greater simplicity with more frequent releases of map and POI data, enhanced POIs with detailed information, and media playlist information. New data-transmission capabilities will offer users frequent updates to their onboard data and access to real-time offboard data such as traffic, gas prices, logistics, marketing information, etc. Users will also be able to use advanced content that can support Advanced Driver Assist Systems (ADAS).

The EU SPARC Project (Secure Propelled Vehicle with Advanced Redundant Control) has developed a new system architecture that enables effective application of driver assisted systems in an X-by-wire powertrain. A major challenge in the conception of such a system is development of a reliable electrical energy supply. A simulation is the most important tool for enabling the fundamental aspects to work, as for example, a dimensioning of the powernet. This article explains our approach in this SPARC simulation. We provide suggestions through examples of how to find simulation solutions for powernet dimensioning, as well as for the conception and validation of energy management strategies.

A key to the success of the national hydrogen and fuel cell codes and standards developments efforts to date was the creation and implementation of national templates through which the U.S. Department of Energy (DOE), the National Renewable Energy Laboratory (NREL), and the major standards development organizations (SDOs) and model code organizations coordinate the preparation of critical standards and codes for hydrogen and fuel cell technologies and applications and maintain a coordinated national agenda for hydrogen and fuel cell codes and standards

Telematics is about delivering electronic services to “connected” devices. This includes more than showing web content in a browser: It should be able to download and upgrade new services in a wireless environment. To this end, auto makers have applied an “open architecture software platform” in a car so that hopefully fast-moving software can be supplied to customers and a new business model can be created after a car release. WIPI (Wireless Internet Platform for Interoperability) is a set of standard specifications for the mobile platform made by the Mobile Platform Special Subcommittee of the Korea Wireless Internet Standardization Forum (KWISF). These are standardized for providing an environment for mounting and implementing application programs downloaded via the wireless Internet on the mobile communication terminal. These features make it possible for WIPI to be a solution for the telematics software platform.

Acquiring drivers’ physiological parameters is helpful for driver assistance systems to reliably estimate drivers’ comprehensive mental states, but traditional methods of measurements have to intrusively attach sensors or fasten electrodes to the body. Intrusive methods of measurement are acceptable in experimental settings but unacceptable as routine operation in daily driving. In this paper, the Smart Wheel System is introduced. The Smart Wheel System is a prototype system that collects the following cognition/emotion physiological signals: blood volume pulse, skin conductance, skin temperature, and respiration wave. It uses embedded sensors and electrodes in steering wheel and seat belt with near-zero interference. Due to the fact that hand and body movements cause temporary gap in the real-time data stream, gripping force and gripping position are collected as indicative data to compensate breaks in the physiological data stream.

Competition among car makers increases each day, as such companies look forward to launching new vehicle models which meet the different consumer niche. As a result, developing different vehicles simultaneously is a market requirement, and doing so might lead to increased production costs in case no appropriate developing and launching strategy is applied. Upon this scenario, the platform strategy has been a practice among car makers for decades and has promoted both standardization and reuse of vehicle components and systems. The most recent global architecture strategy has been used by some of the world car makers, combining communization and standardization to increased flexibility if compared to the conventional platform, which represents a higher number of derivative vehicles as well. The objective of this work is to identify the relevant variables taken into consideration when selecting an appropriate strategy for developing a new global vehicle.

Driver Assistance Systems (DAS) like e.g. distance control systems are more and more evolving in a variety of cars, and the goal is mainly to support the driver in his driving task in order to improve convenience. The strategic approach to DAS at BMW is outlined and resulting system functions are explained. The paper shows the specific design and implementation of systems that interact with the vehicle dynamics on the same level as the driver. Special emphasis is given to their interaction with the driver. Therefore the Human Machine Interaction is one of the focus points within the development process. BMW ensures the mode awareness of the driver by presenting the relevant information in optimized displays within the vehicle.

A method, which determines the range and lateral position of a preceding vehicle on the road by a single image, had been proposed. It is based on the Range-Window algorithm (RWA) and Pattern Matching (PM). The RWA estimates the range by using multiple virtual windows of fixed physical size at different distances. The size ratio between the windows and a preceding vehicle determines the best window. The associated range of the window will be the range of the vehicle. The PM complementarily estimates the range by using a template obtained through the RWA. It works especially well when an occlusion occurs due to shadows of road side objects. The range estimation is based on the use of horizontally-modified patterns of the template. Namely this PM can perform the range estimation as well as the object extraction. Here, for the real time operation, the calculation time of this method was evaluated after coding the RWA and PM into C-language (16 bit calculation) from Matlab (64 bit).