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As part of the International Lubricant Standardization and Approval Committee's (ILSAC) goal of developing a global automatic transmission fluid (ATF) specification, members have been evaluating test methods that are currently used by various automotive manufacturers for qualifying ATF for use in their respective transmissions. This report deals with comparing test methods used for determining torque capacity in friction systems (shifting clutches). Three test methods were compared, the Plate Friction Test from the General Motors DEXRON®-III Specification, the Friction Durability Test from the Ford MERCON® Specification, and the Japanese Automotive Manufacturers Association Friction Test - JASO Method 348-95. Eight different fluids were evaluated. Friction parameters used in the comparison were breakaway friction, dynamic friction torque at midpoint and the end of engagement, and the ratio of end torque to midpoint torque.

Previous studies have investigated the impacts of biofuel usage on the performance, drivability and durability of modern diesel engines and exhaust after-treatment systems including test work with different types, concentrations and mixtures of bio fuel components. During this earlier work vehicle fuel filter blocking issues were encountered during a field trial using various types of EN 14214 compliant Fatty Acid Methyl Ester (FAME) blended into EN 590 diesel. This paper summarises a subsequent literature review that was carried out looking into potential causes of this filter blocking and further work that was then carried out to expand on the findings. From this, a laboratory study was carried out to assess the increase in fuel filter blocking tendency (FBT) when various FAMEs from mixed sources were blended into EN 590 diesel at different concentrations, including levels above those currently allowed in the European market.

The AUTomotive Open System ARchitecture (AUTOSAR) Development Partnership has published early 2008 the specifications Release 3.0 [1], with a prime focus on the overall architecture, basic software, run time environment, communication stacks and methodology. Heavy developments have taken place in the OEM and supplier community to deliver AUTOSAR loaded cars on the streets starting 2008 [2]. The 2008 achievements have been: Improving the specifications in order to secure the exploitation for body, chassis and powertrain applications Adding major features: safety related functionalities, OBD II and Telematics application interfaces.

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.

Teammate Advanced Drive is a driving support system with state-of-the-art automated driving technology that has been developed for customers’ safe and secure driving on highways based on the Toyota’s Mobility Teammate Concept. This SAE Level 2 (L2) system assists overtaking, lane changes, and branching to the destination, in addition to providing hands-free lane centering and car following. The automated driving technology includes self-localization onto a High Definition Map, multi-modal sensing to cover 360 degrees of the surrounding environment using fusion of LiDARs, cameras, and radars, and a redundant architecture to realize fail-safe operation when a malfunction or system limitation occurs. High-performance computing is provided to implement deep learning for predicting and responding to various situations that may be encountered while driving.

Over the past decades, the automotive industry has made significant efforts to improve engine fuel economy by reducing mechanical friction. Reducing friction under cold conditions is becoming more important in hybrid vehicle (HV) and plug-in hybrid vehicle (PHV) systems due to the lower oil temperatures of these systems, which results in higher friction loss. To help resolve this issue, a new internal gear fully variable discharge oil pump (F-VDOP) was developed. This new oil pump can control the oil pressure freely over a temperature range from -10°C to hot conditions. At 20°C, this pump lowers the minimum main gallery pressure to 100 kPa, thereby achieving a friction reduction effect of 1.4 Nm. The developed oil pump achieves a pressure response time constant of 0.17 seconds when changing the oil pressure from 120 kPa to 200 kPa at a temperature of 20°C and an engine speed of 1,600 rpm.

The new P710 hybrid transaxle for a mid-size 2.5-liter class vehicle was developed based on the Toyota New Global Architecture (TNGA) design philosophy to achieve a range of desired performance objects. A smaller and lighter transaxle with low mechanical loss was realized by incorporating a new gear train structure and a downsized motor. The noise of the P710 transaxle was also reduced by adopting a new damper structure.

Toyota Motor Corporation began leasing a new generation fuel cell vehicle the FCHV (Fuel Cell Hybrid Vehicle) in December 2002. That vehicle includes a new variable voltage power electronics system and uses the Nickel Metal Hydride (Ni-MH) battery system from the Prius hybrid gasoline electric vehicle. This paper describes on-going efforts to model optimum secondary storage systems for future vehicles. Efficiency modeling is presented for the base Ni-MH storage system, an ultra capacitor system and a Lithium ion (Li-ion) battery system. The Li-ion system in combination with a new high efficiency converter shows a 4% improvement in fuel economy relative to the base system. The ultra capacitor system is not as efficient as the base system.

This paper describes the development of dummy FE models to be used for side impact simulations. The precise geometries of the ES-2re dummy and the SID-IIs dummy were measured at a pitch of 1.0 mm using X-ray CT scan. The material properties and the mechanical responses of the components were measured in static and dynamic tests and were used for the model validation. The models were further validated to US-NCAP side impact requirements. Good correlation was seen for both response time history, and to peak deformation values. It is shown that modeling the precise dummy internal structure in addition to the external geometry and applying accurate material properties enabled simulation of deformation kinematics and load transfer inside the dummies. As a result, it was possible to accurately simulate the injury value time histories in an actual test, and understand the mechanisms causing changes to the loading.

Automobile manufacturers have increased the pace of vehicle development in recent years to respond to diverse market demands. Consequently, it has become crucial for manufacturers to develop new technology which enables a particular vehicle to simultaneously achieve both ride comfort and handling performance at an optimal level. This article introduces the suspension design technology applying the Principal Elastic Axes that has been developed by our company for use in its vehicles. These axes, which consist of three translational and three rotational axes, represent the set of fully decoupled stiffness axes. Applying the Principal Elastic Axes to the suspension reduces the number of design parameters, which enables suspension movements to be considered totally and simply.

The GS450h requires higher system voltage to increase the motor output. For the insulated gate bipolar transistor (IGBT) that serves as the built-in switching device in the intelligent power module (IPM), higher voltage means greater loss and a larger device surface area, and it can also reduce the vehicle's fuel economy performance and increase its cost. To solve these issues, IGBT losses were reduced by (1) using a trench structure to make the IGBT more compact and (2) using a new structure in which the concentration of impurities in the drift layer is optimized. As a result, the device surface area was reduced by 10%, losses were reduced by 14%, and improved vehicle performance was achieved.

TOYOTA has developed the iQ with a 1.3L engine for the Scion brand in USA. Due to the importance of fun-to-drive factor for the Scion brand image, a responsive driving performance is required even with compact packaging and a small engine. In addition, because of the recent attention to global-warming and energy issues on a global scale, development of vehicles with high fuel economy is one of the most important issues for a car manufacturer. Therefore, it is necessary for a vehicle to have both high driving performance and fuel economy. TOYOTA has adopted the CVT-i as the transmission for this purpose. The following were achieved by adopting the CVT-i as the transmission for the iQ(1.3L). 1 Responsive driving performance with shift changes without a time lag. 2 Compact transmission for efficient vehicle packaging 3 Class-leading fuel economy performance. Moreover, it was developed with adjustments for the US market by improving the shift schedule for a linear acceleration feel.

Nitric Oxide (NO) can significantly influence the autoignition reactivity and this can affect knock limits in conventional stoichiometric SI engines. Previous studies also revealed that the role of NO changes with fuel type. Fuels with high RON (Research Octane Number) and high Octane Sensitivity (S = RON - MON (Motor Octane Number)) exhibited monotonically retarding knock-limited combustion phasing (KL-CA50) with increasing NO. In contrast, for a high-RON, low-S fuel, the addition of NO initially resulted in a strongly retarded KL-CA50 but beyond the certain amount of NO, KL-CA50 advanced again. The current study focuses on same high-RON, low-S Alkylate fuel to better understand the mechanisms responsible for the reversal in the effect of NO on KL-CA50 beyond a certain amount of NO.

There exist many environmental and earth resource problems to be solved for the 21st century. Hybridization of both internal combustion powertrains and fuel cell powertrains holds great promise for next generation vehicles. This paper describes the lessons learned during design, development, production and marketing of nearly 700,000 hybrid vehicles to date. We review the evolution of major components with a focus on reducing cost, mass and volume while increasing power and efficiency. We also describe the future prospects for hybrid vehicles.

The growing functionality and complexity of recent vehicle electronic systems have made inter-device communication (on-board LAN) technology vital to vehicle design. By field of application, the LAN (Local Area Network) systems currently in use are LIN (Local Interconnect Network) used for body systems, CAN (Controller Area Network) used for control systems, and MOST (Media Oriented Systems Transport ) used for multimedia and camera systems, and work to standardize the next-generation communication technology for each of those fields is underway. This paper provides a technical overview of the CXPI (Clock Extension Peripheral Interface) communication protocol, which satisfies the body system requirements (rapid response, system extensibility, high reliability, and low cost). It also presents the progress made on standardization at SAE and other organizations.

In an effort to reduce mass, future automotive bodies will feature lower gage steel or lighter weight materials such as aluminum. An unfortunate side effect of lighter weight bodies is a reduction in sound transmission loss (TL). For barrier based systems, as the total system mass (including the sheet metal, decoupler, and barrier) goes down the transmission loss is reduced. If the reduced surface density from the sheet metal is added to the barrier, however, performance can be restored (though, of course, this eliminates the mass savings). In fact, if all of the saved mass from the sheet metal is added to the barrier, the TL performance may be improved over the original system. This is because the optimum performance for a barrier based system is achieved when the sheet metal and the barrier have equal surface densities. That is not the case for standard steel constructions where the surface density of the sheet metal is higher than the barrier.

The basic goals of privacy and authenticity of personal data are summarized, and examples of potential threats to privacy in telematics applications are provided. Probable telematic transactions for the automotive environment are analyzed for typical versus necessary personal content. The question of privacy versus confidentiality versus security versus authenticity is discussed in the context of system design and service provider responsibilities. Several examples of how current telematic systems address privacy are provided, and worldwide trends in architectures followed the "designed in privacy" concept are briefly described.

In recent vehicles, E/E architecture is defined and used as a platform to accommodate various electronics features for better development efficiency, lower cost and higher quality. As electronics features increase and integrated control systems make vehicle electronics more complex, good electronics platforms are vital for today's and future vehicle development. This paper first describes the evolution of vehicle electronics and its recent trend and then addresses the challenges facing vehicle electronics: ✓ More integrated control systems ✓ More software ✓ More networks ✓ Shorter time to market Finally, why JasPar1), Japan Automotive Software Platform and Architecture, was founded and how it is organized will be described including the working group activities on FlexRay implementation.

The Rx400h, which was put on the market in 2005, realized overwhelming power performance with the adoption of a high-voltage system, high-power output motor, and 3-motor type 4WD. Toyota has been working on a solution to increase the output power of the motor, i.e., the development of system stabilization technology. This paper introduces high-speed power balance control, which keeps the balance of power constant regardless of rapid changes in the number of motor rotations resulting from slipping tires or other factors, along with sensor error compensation control, which suppresses cyclic power fluctuation resulting from errors in the position sensor of the motor.

High fuel efficiency and low emission technologies, such as Direct Injection (DI) gasoline and diesel engines and hybrid powertrains, have been developed to resolve environmental and energy resource issues. The hybrid powertrain system has achieved superior power performance as well as higher system efficiency and is expected to be a core powertrain technology because it is compatible with various power sources including fuel cells. It becomes important to control complicated hybrid systems that consist of not only a powertrain but also vehicle systems such as regenerative braking. Model-based control and calibration enables both control strategy optimization and control system development efficiency improvement.