Anstalt für Verbrennungskraftmaschinen List

<div class="section abstract"><div class="htmlview paragraph">Selecting the right EMI/EMC filter is a major challenge when system noise levels exceed compliance or pre-compliance limits. Inline PCB filters are designed to mitigate noise in standalone conditions, but their behavior changes when integrated into a larger system due to unknown parasitic’s. These parasitic’s can disrupt electromagnetic compatibility (EMC), leading to non-compliance [<span class="xref">1</span>, <span class="xref">2</span>]. To address this, engineers often use off-the-shelf EMI filters, but determining their real-world effectiveness remains complex. Even with simulation-based methods, accurately predicting insertion loss and attenuation is difficult due to limitations in conventional modeling approaches [<span class="xref">4</span>, <span class="xref">5</span>].</div><div class="htmlview paragraph">Traditional SPICE-based simulations rely on static models defined at specific frequency points, with interpolated values for intermediate frequencies. This interpolation introduces inaccuracies, affecting the precision of simulated results [<span class="xref">6</span>, <span class="xref">8</span>]. To overcome these limitations, we propose a methodology that reconstructs a realistic EMI/EMC filter model based on insertion loss characteristics under symmetrical and unsymmetrical conditions.</div><div class="htmlview paragraph">Our approach involves deconstructing the EMI/EMC filter into its subcomponents—X-capacitance, Y-capacitance, common mode choke CMC, busbar, and PCB traces—and parameterizing them using CST simulations [<span class="xref">6</span>, <span class="xref">8</span>]. Instead of relying on physical measurements, which are prone to parasitic influences, we extract subcomponent values from datasheets. We focus on dominant parasitic elements exceeding 1 pF and 1 nH, as lower values predominantly affect GHz-range frequencies rather than the MHz-range compliance limits [<span class="xref">4</span>, <span class="xref">5</span>], analyzing impact of parasitic’s on insertion loss, resonance, and damping characteristics, a filter model that represents real-world behavior with a certain error percentage [<span class="xref">2</span>, <span class="xref">4</span>, <span class="xref">5</span>].</div><div class="htmlview paragraph">This methodology results in a high-fidelity EMI/EMC filter model with minimal deviation from actual performance. It enables precise pre-compliance conducted emissions simulations and facilitates optimized filter selection and tuning based on system-specific noise conditions.</div></div>

<div class="section abstract"><div class="htmlview paragraph">With introduction of Diesel Particulate Filter to achieve CEV/TREM V Emission Limits for off-highway segment, there is a requirement of DPF regeneration at defined intervals depending on time of operation and soot loading in DPF. This can be achieved by two methods. First is the frequent regeneration or Active regeneration, wherein fuel is injected before DOC (Diesel Oxidation Catalyst) at specific temperature to burn the soot in the DPF. The second method is the continuous or Passive regeneration, where soot is burnt based on NO<sub>2</sub>.</div><div class="htmlview paragraph">DPF frequent regeneration (Active Regeneration) requires soot load estimation in DPF over entire engine operation range as well as vehicle operation in different climatic conditions. Frequent regeneration leads to oil dilution and penalty in the fuel consumption. More frequent regeneration promotes the chemical aging of DOC, leading to the poor performance of DOC which results in deteriorating performance of SCR(Selective Catalytic Reduction) situated downstream of DPF.</div><div class="htmlview paragraph">In addition to Passive Regeneration Approach, modelled air path is used as complexity of using Mass Flow Sensors lies with robust calibration of air system model considering different vehicle variants/change in layout in real world & owing to dust contamination in Off-Road Vehicles.</div><div class="htmlview paragraph">To avoid the shortcomings of the frequent regeneration in off-road application, the DPF regeneration was achieved by Passive regeneration approach. In this paper, continuous Passive regeneration will be discussed in detail for CEV/TREM V Legislation.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Electric motor benchmarking is often constrained by limited availability of motor-specific data, particularly when dealing with commercially available or third-party electric motors. This paper presents a streamlined and scalable methodology for characterizing unknown E-Motors using a configurable universal inverter platform. The proposed approach is specifically designed for OEMs and Tier 1 suppliers seeking to evaluate performance metrics such as torque accuracy, peak and continuous capability, efficiency, and control behavior—without prior access to key motor parameters or simulation data. A central challenge in this context is the stepwise electromagnetic characterization required to determine the phase current needed for accurate speed and torque control, especially under a Maximum Torque per Ampere (MTPA) or Maximum Torque per Watt (MTPW) strategy. As this requirement is highly dependent on the motor’s topology and electromagnetic properties, most conventional approaches rely on finite element method (FEM) simulations to derive the necessary control parameters. In contrast, the presented methodology assumes no such prior knowledge and instead utilizes only inverter-internal voltage and current measurements, complemented by control-side estimations. Apart from a standard external torque meter, no additional sensor instrumentation is required. The approach enables a low-threshold and efficient setup process, allowing rapid E-Motor commissioning and performance benchmarking. The methodology is based on high level testbed automation and smart optimization solutions. Experimental results demonstrate torque estimation errors within 2% of the reference demand, even in the absence of detailed motor models or simulation input. In the current study we demonstrated the methodology on a single motor within a standard E-Motor testbench environment. The methodology was proven over a wide range of motor types. This solution significantly reduces the barrier to performance analysis of unknown motors, enabling faster design iterations and informed decision-making regarding inverter topology, control strategy, and system-level cost-performance trade-offs.</div></div>

The transition to carbon neutrality is critically dependent on the development of sustainable power sources and energy storage solutions. One of them is green hydrogen production via water electrolysis from renewable energy. Proton Exchange Membrane (PEM) electrolysis is recognized as one key technology in this domain due to its high efficiency, eligibility for transient operation and compact design. One primary development goal is to reduce the Levelized Cost of Hydrogen production (LCOH) by improving efficiency and durability while assuring safe operation at all conditions. This can only be achieved by a holistic approach on system level, optimizing every aspect of the technology, including cell design, material selection, stack configuration and its integration with all kinds of balance of plant components. In this context, the application of multi-scale and multi-domain system simulation, incorporating precise thermodynamic and electrochemical models, is a promising measure to reduce development time and cost. Simulation models account for the key processes such as cell polarization, reactant cross-diffusion, auxiliary power demands, and hydrogen purification with their related losses.This work employs a system simulation method for the thermodynamic and electrochemical optimization of a state-of-the-art PEM electrolysis system with a target hydrogen pressure of 70 bar and product purity of 99.999%. The baseline system operates at 30 bar stack pressure, with a two-bed Pressure Swing Adsorber (PSA) for hydrogen purification and a subsequent hydrogen compressor. The part-load limit, given the hydrogen in oxygen concentration due to reactant cross-diffusion is at 20%. The study first explores an increase in the stack operation temperature for reducing the activation overpotential and ohmic losses. Subsequently, it examines the potential of advanced membrane materials featuring lower hydrogen cross-diffusion characteristics. These materials allow for higher stack pressure, reduced membrane thickness, or for extended part-load operation, all while maintaining the hydrogen in oxygen safety limits. The results show that, on system level, increasing the stack pressure is more efficient than reducing the membrane thickness. The reduced power consumption for hydrogen compression and the reduced PSA losses more than compensate the effects of cell polarization characteristics. Finally, the system model serves to determine an optimal load profile for minimal LCOH at volatile electricity prices. Figure 1

This article is based on the four-year project Conservatory Cultures, and was written by all five researchers in the project, based in four different European countries. The aim of the article is to review higher music education (HME) institutions’ actions in handling power and taking responsibility regarding issues of bullying and harassment in Estonia, Finland, and Hungary. All of the institutions discussed in the article had procedures and organisational bodies for handling such cases. The article presents and analyses four cases with experiences of incidents related to bullying and harassment and macro structures aimed at preventing such issues. The research questions asked are: What are the challenges for HME in becoming a genuinely supportive and safe environment? And how can these challenges be met? The article is based on a collaborative feminist method where the authors investigated their own experiences. Previous studies of bullying and harassment in music education, and Ahmed’s (2021) work on complaint, are the theoretical starting points. It concludes with providing recommendations to HME institutions on how to develop their work in handling bullying and harassment.

Abstract Abstract For multi-body simulations involving high-speed rotating components common in electric motors and turbochargers studying unbalance effects is of particular importance, in particular for the assessment of their NVH (noise vibration, harshness) characteristics. Detailed finite element (FE) models of components are condensed to representations with less degrees of freedom to allow viable simulation times for realistic assemblies. Performing parameter studies over variations in the unbalance properties of a body would therefore require the creation of variations of the finite element model and subsequent reduction for each component with variable unbalance properties. Such a procedure is computationally expensive, with the condensation of each component variant potentially taking multiple hours on modern desktop hardware. Additionally it typically requires manually performing steps across multiple software packages. The resulting workflows are too unattractive for routine usage. In this study we discuss an alternative approach, where small unbalance variations can be added directly to condensed FE models without needing access to the full FE model. This newly derived formalism hence allows efficient execution of unbalance parameter studies.

In this paper, we investigate the use of advanced imaging technologies for highly automated vehicles (HAV), focusing on light-field (LF) and event-based cameras, and comparing them with traditional RGB sensors. Highly automated vehicles need perception systems to navigate safely, but standard RGB cameras have significant limitations in challenging conditions such as low light, fog or fast-moving scenes. In addition, full-frame image processing, especially at higher frame rates, leads to increased computational load and high on-board power consumption. Our study highlights the advantages of LF and event-based cameras, which offer increased resilience to such conditions. In addition, the event-based camera supports event-oriented processing methods such as neuromorphic computing as standard, making it particularly efficient at capturing dynamic scenes. Through extensive field testing, we were able to demonstrate that event-based cameras can detect objects up to 60 meters away, while RGB cameras have reduced detection accuracy in such scenarios due to motion blur. The analyzed image data shows that the event-based camera reliably detects objects with a pixel percentage of 0.8 − 1%, while the RGB camera could only detect objects with a pixel percentage of 0.01−0.1%. In addition, the LF camera has shown to be particularly advantageous for accurate depth estimation, especially during overtaking manoeuvres, as it consistently detected vehicles earlier than the RGB camera and enabled more accurate distance estimation across multiple focal planes.Our results provide valuable quantitative insights into how advanced camera technologies can enhance the reliability and safety of autonomous driving systems. In particular, the combination of LF and event-based cameras shows great potential to compensate for the weaknesses of conventional RGB sensors. This study further motivates future research into effective sensor fusion to further optimize the real-time perception and performance of autonomous vehicles under different driving conditions.