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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.

The C166 family, based on a 16-bit core; it is nowadays an enormous success in automotive, in particular in PowerTrain. This component is the right answer for the automotive real time applications of today. It is with both, automotive customer requirements and a long automotive experience in semi-conductors that this new generation 32-bit family is borne. The objective of this document is to provide and comment on automotive requirements in terms of the new micro-controller, to show the benefits for the applications and explain how the AUDO architecture fulfils these requirements.

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 continuous encouragement of lightweight design in modern vehicles demands a reliable and efficient method to predict and ameliorate the interior acoustic comfort for passengers. Due to considerable psychological effects on stress and concentration, the low frequency contribution plays a vital rule regarding interior noise perception. Apart other contributors, low frequency noise can be induced by transient aerodynamic excitation and the related structural vibrations. Assessing this disturbance requires the reliable simulation of the complex multi-physical mechanisms involved, such as transient aerodynamics, structural dynamics and acoustics. The domain of structural dynamics is particularly sensitive regarding the modelling of attachments restraining the vibrational behaviour of incorporated membrane-like structures. In a later development stage, when prototypes are available, it is therefore desirable to replace or update purely numerical models with experimental data.

The technology in the automotive industry is evolving rapidly in recent times. Thus, with the development of new technologies, the challenges are also ever-increasing from an Electromagnetic Interference and Susceptibility (EMI/EMC) perspective. A lot of the latest technologies in Adaptive Driver Assistance Systems (ADAS), which include Rear Drive Assist, Blind Spot Detection (BSD), Lane Change Assist (LCA) to name a few, and other features like Anti-Braking System (ABS), Emergency Brake Assist (EBD) etc. rely heavily on different types of sensors and their detection circuitry. In addition, a lot of other internal functions in the Engine Control Unit (ECU) also depend on such sensors’ functionalities. Thus, it becomes imperative to study the potential impact of higher field emissions on the immunity behaviour of the sensors.

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.

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.

Functional safe products conforming to the ISO 26262 standard are getting more important for automotive applications wherein electronic takes more and more response for safety relevant operations. Consequently safety mechanisms are needed and implemented in order to reach defined functional safety targets. To prove their effectiveness diagnostic coverage provides a measurable quantity. A straight forward safety mechanism for sensor systems can be established by redundant signal paths measuring the same physical quantity and subsequently performing an independent output difference-check that decides if the data can be transmitted or an error message shall be sent. This paper focuses on the diagnostic coverage figure calculation of such data correlation-checks for linear sensors which are also shown in ISO 26262 part5:2011 ANNEX D2.10.2.

During the last decades, big steps have been taken towards a realistic simulation of NVH (Noise Vibration Harshness) behavior of vehicles using the Finite Element (FE) method. The quality of these computation models has been substantially increased and the accessible frequency range has been widened. Nevertheless, to perform a reliable prediction of the vehicle vibroacoustic behavior, the consideration of uncertainties is crucial. With this approach there are many challenges on the way to valid and useful simulation models and they can be divided into three areas: the input uncertainties, the propagation of uncertainties through the FE model and finally the statistical output quantities. Each of them must be investigated to choose sufficient methods for a valid and fast prediction of vehicle body vibroacoustics. It can be shown by rough estimation that dimensionality of the corresponding random space for different types of uncertainty is tremendously high.

Classic vehicle production had limitations in bringing the driving commands to the actuators for vehicle motion (engine, steering and braking). Steering columns, hydraulic tubes or steel cables needed to be placed between the driver and actuator. Change began with the introduction of e-gas systems. Mechanical cables were replaced by thin, electric signal wires. The technical solutions and legal standardizations for addressing the steering and braking systems, were not defined at this time. Today, OEMs are starting E/E-Architecture transformations for manifold reasons and now have the chance to remove the long hydraulic tubes for braking and the solid metal columns used for steering. X-by-wire is the way forward and allows for higher Autonomous Driving (AD) levels for automated driving vehicles. This offers new opportunities to design the vehicle in-cabin space. This paper will start with the introduction of x-by-wire technologies.

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.

This paper shall present advancements in electronic transmission control circuits addressing new challenges in the gearbox striving for improved vehicle efficiency and comfort of driving. Efficient chipset design, requires finding the optimal partitioning, that is the mapping of functionality to hardware or software and analog or digital circuit technology. The efficiency will be judged by minimal cost whilst achieving improved functionality and required scalability for a platform approach. Specific examples demonstrated are smart sensor architecture and new mapping of control strategies, realized with a novice integrated current control IC concept. Comparisons on system level are used to evaluate different function mappings as well as component partitioning. Details of the most optimized mapping and partitioning will be elaborated and first results of implementation in silicon components will be shown.

In the case of a side impact the decision to deploy an airbag has to be taken much faster as it would be required for a front impact. Furthermore, there is a significant spread of the measurable acceleration depending on which pillars of the cars side are hit. Measuring the pressure inside the door as a direct result of an impact, the deformation of the door becomes observable. Based on pressure measurements side impacts can be detected much faster and more reliable. Therefore side airbag pressure sensors are established as add-on or replacement for side airbag acceleration sensors. This paper will present a Side Airbag Chip Set comprising of a side airbag pressure sensor and a satellite receiver. The system architecture and the partitioning between a single chip solution for the side airbag pressure sensor module plus the compatible satellite receiver will be described.

The newly released Distributed System Interface 3 (DSI3) Bus Standard specification defines three modulation levels form which 16 valid symbols are coded. This complex structure is best decoded with symbol pattern recognition. This paper proposes a simplification of the correlation score calculation that sharply reduces the required number of operations. Additionally, the paper describes how the pattern recognition is achieved using correlation scores and a decoding algorithm. The performance of this method is demonstrated by mean of simulations with different load models between the master and the sensors and varying noise injection on the channel. We prove than the pattern recognition can decode symbols without any error for up to 24dBm.

Increasing demand for utilities like navigation systems or user-defined electronic phonebooks on one hand and sophisticated engine and gear controls on the other hand leads to growing bus load between distributed local control units. This paper shows the benefits and the characteristics of various state of the art data-compression algorithms and their impact on typical automotive multiplex dataclasses. The evaluation and optimization of promising algorithms can be done via a proposed “communications prototyping”-approach. The hardware/software components of such a rapid prototyping package are outlined. Finally, first performance results of suitable data-compression measures are presented.

Over the past decades, interior noise from wind noise or engine noise have been significantly reduced by leveraging improvements of both the overall vehicle design and of sound package. Consequently, noise sources originating from HVAC systems (Heat Ventilation and Air Conditioning), fans or exhaust systems are becoming more relevant for perceived quality and passenger comfort. This study focuses on HVAC systems and discusses a Flow-Induced Noise Detection Contributions (FIND Contributions) numerical method enabling the identification of the flow-induced noise sources inside and around HVAC systems. This methodology is based on the post-processing of unsteady flow results obtained using Lattice Boltzmann based Method (LBM) Computational Fluid Dynamics (CFD) simulations combined with LBM-simulated Acoustic Transfer Functions (ATF) between the position of the sources inside the system and the passenger’s ears.

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 constant motivation for lower fuel consumption and emission levels has always been in the minds of most auto makers. Therefore, it is important to have precise control of the fuel being delivered into the engine. Gasoline Port fuel injection has been a matured system for many years and cars sold in emerging markets still favor such system due to its less system complexity and cost. This paper will explain injection control strategy of today during development, and especially the injector dead-time compensation strategy in detail and how further improvements could still be made. The injector current profile behavior will be discussed, and with the use of minimum hardware electronics, this paper will show the way for a new compensation strategy to be adopted.

The current automotive electronic and electrical (EE) architecture has reached a scalability limit and in order to adapt to the new and upcoming requirements, novel automotive EE architectures are currently being investigated to support: a) an Ethernet backbone, b) consolidation of hardware capabilities leading to a centralized architecture from an existing distributed architecture, c) optimization of wiring to reduce cost, and d) adaptation of service-oriented software architectures. These requirements lead to the development of Zonal EE architectures as a possible solution that require appropriate adaptation of used security mechanisms and the corresponding utilized hardware trust anchors. 1 The current architecture approaches (ECU internal and in-vehicle networking) are being pushed to their limits, simultaneously, the current embedded security solutions also seem to reveal their limitations due to an increase in connectivity.

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?