Angular Rate Sensor for Automotive Application

<div class="htmlview paragraph">In today's automotive market, rollover protection systems are drawing an increasing attention. Unlike in conventional frontal and side impact events where linear accelerometers are used to detect the crash severity and make decision on deployment/non-deployment of the air bag restraint systems, rollover events require a new detection method using angular rate sensors. In the past, various angular rate sensors have been used in navigation systems to calculate pitch angle, or in camcorders for image stabilization. These sensors work at a low dynamic operating range, i.e. less than 100 degrees/sec. Angular rate sensors in automotive applications demand a higher dynamic capacity greater than 250 degrees/sec. (or °/s).</div> <div class="htmlview paragraph">This paper reviews automotive grade angular rate sensors currently being introduced for rollover protection system applications. In addition, various detection devices ranging from basic bubble sensing to newly developed sensors using micro-machined technology are also reviewed. The principle of Coriolis force used in the angular rate sensors is described. Pros and cons of each sensor type are discussed. Test methods to evaluate angular rate sensor performance and some typical sample data are also presented.</div>

<div class="htmlview paragraph">A silicon micromachined gyroscope (angular rate sensor, yaw rate sensor) and accelerometer for vehicle stability control system is presented. The 5.1mm×4.7mm sensor chip is fabricated with a silicon micromachining process using a SOI (Silicon on Insulator) silicon wafer and a deep reactive ion etching. The sensor chip has a pair of resonators which are mechanically coupled and function as a tuning fork. The resonators are driven by electrostatic force and their movements are detected by capacitively sensing angstrom displacements. This sensor chip works not only as a gyroscope but also as an accelerometer with a single sensor chip.</div> <div class="htmlview paragraph">The sensor unit consists of the sensor chip above, a signal processing IC, a microcomputer and an EEPROM. sigma-delta analog-to-digital conversion (sigma-delta ADC) is adopted to realize the digital calibration of sensor properties. Sigma-delta modulators on the signal processing IC convert the analog signals of angular rate, acceleration and temperature into oversampled 1-bit digital data. These data are transmitted to the microcomputer and converted into high-resolution, multi-bit digital data through the process of digital decimation filter. Sensor variation is calibrated by the microcomputer with the calibration data which has been stored in the EEPROM.</div>

<div class="htmlview paragraph">Several years ago some of the most prominent leaders in automotive industries cooperated to form a purely engineering group that had as its primary purpose developing a type of rigid-airship construction in which the public would have confidence. It was conceived that such an airship should be</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">(1)</span> <div class="htmlview paragraph">Fireproof</div> </li> <li class="list-item"> <span class="li-label">(2)</span> <div class="htmlview paragraph">Weatherproof</div> </li> <li class="list-item"> <span class="li-label">(3)</span> <div class="htmlview paragraph">Durable and permanent in structure</div> </li> <li class="list-item"> <span class="li-label">(4)</span> <div class="htmlview paragraph">Navigable in practically all kinds of weather</div> </li> <li class="list-item"> <span class="li-label">(5)</span> <div class="htmlview paragraph">Economical in the use of buoyant gas and ballast</div> </li> </ol> </div> <div class="htmlview paragraph">To meet all of these requirements it was decided, after mature consideration, that a substantially all-metal construction was imperative. Development of the Metalclad airship has now reached a point where the general soundness of the design seems fully assured as</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">(1)</span> <div class="htmlview paragraph">The structural and aerodynamic efficiencies have been established by both analytical and experimental methods</div> </li> <li class="list-item"> <span class="li-label">(2)</span> <div class="htmlview paragraph">The technical problems involved in the construction have been mastered to a certainty hitherto unapproached in any new design</div> </li> <li class="list-item"> <span class="li-label">(3)</span> <div class="htmlview paragraph">The general design of an airship of demonstration size, 200,000 cu. ft. or one-tenth the size of the Shenandoah, has been completed</div> </li> <li class="list-item"> <span class="li-label">(4)</span> <div class="htmlview paragraph">Full-sized structural members of every part of the framework have been built and tested to destruction revealing that the minimum safety factor is double that of the Shenandoah. The longitudinal strength of the metal hull will be more than four times as great as that of the Shenandoah</div> </li> <li class="list-item"> <span class="li-label">(5)</span> <div class="htmlview paragraph">The problem of riveting the metal hull-plating has been solved through the perfection of an automatic riveting-machine</div> </li> <li class="list-item"> <span class="li-label">(6)</span> <div class="htmlview paragraph">The problem of making the metal hull gas-tight has been solved with surprising efficiency indicating an osmosis of about one-tenth that through gold-beaters skin and only one-hundredth that through rubberized fabric</div> </li> <li class="list-item"> <span class="li-label">(7)</span> <div class="htmlview paragraph">A suitable coating to prevent corrosion has been satisfactorily tested</div> </li> <li class="list-item"> <span class="li-label">(8)</span> <div class="htmlview paragraph">A source of supply of aluminum alloys of dependable quality is assured</div> </li> <li class="list-item"> <span class="li-label">(9)</span> <div class="htmlview paragraph">Shop facilities for fabrication are available in Detroit</div> </li> <li class="list-item"> <span class="li-label">(10)</span> <div class="htmlview paragraph">Skilled metal-workers familiar with aluminum and its alloys are at hand</div> </li> </ol> </div> <div class="htmlview paragraph">These results depend upon certain fundamental principles that are described in the paper. In effect, the design is an entirely new one, but adheres to the fundamental unalterable principles underlying all sound engineering-work.</div> <div class="htmlview paragraph">The paper states that the Metalclad airship is the last step in the development of rigid airships and most certainly must be adopted if such a means of transportation is to be made available both for the arms of National Defense and for commercial purposes.</div> <div class="htmlview paragraph">Appendices that include extracts from studies and texts arranged to illustrate the subject matter in the main paper and furnish food for discussion supplement the paper. This material is partially elementary in form as limitations of space preclude any attempt at completeness.</div>

<div class="section abstract"><div class="htmlview paragraph"><b>Background</b>: The Indian automobile industry, including the auto component industry, is a significant part of the country’s economy and has experienced growth over the years. India is now the world’s 3<sup>rd</sup> largest passenger car market and the world’s second-largest two-wheeler market. Along with the boon, the bane of road accident fatalities is also a reality that needs urgent attention, as per a study titled ‘Estimation of Socio-Economic Loss due to Road Traffic Accidents in India’, the socio-economic loss due to road accidents is estimated to be around 0.55% to 1.35% of India’s GDP [<span class="xref">27</span>] Ministry of road transport and highways (MoRTH) accident data shows that the total number of fatalities on the road are the highest (in number terms) in the world. Though passenger car occupant fatalities have decreased over the years, the fatalities of vulnerable road users are showing an increasing trend. India has committed to reduce road fatalities by 50% by 2030. In this context, the automotive industry as well as MoRTH have been taking multiple initiatives including those related to vehicular and road engineering as well as educational measures for raising awareness in the field of road safety.</div><div class="htmlview paragraph">With the intent of lowering road traffic accidents, the government and the ministry are constantly upgrading the requirements related to vehicles, infrastructures, and their implementation thereof. In this context, various future regulations are being deliberated. One such regulation in discussion pertains to requirements for the protection of the passenger car occupants in the event of a full-frontal collision with a focus on restraint systems (AIS 201). This will push manufacturers to design more sophisticated restraints that would help to reduce restraint-induced injuries. The draft version of the standard is available for public input/ discussion.</div><div class="htmlview paragraph">The key objective of the study documented herein is to consider various aspects of the draft standard (AIS 201) from the Indian perspective. This study investigates the research questions, enumerated below: <ol class="list nostyle"><li class="list-item"><span class="li-label">1</span><div class="htmlview paragraph">What should be the appropriate test speed for the full-frontal test based on Indian accident data?</div></li><li class="list-item"><span class="li-label">2</span><div class="htmlview paragraph">What is the suitable dummy configuration in terms of gender, seating position, and age to maximize occupant safety in full frontal accidents?</div></li><li class="list-item"><span class="li-label">3</span><div class="htmlview paragraph">Is the proposed ATD’s anthropometry (weight and height) suitable, based on the people involved in full frontal cases in India?</div></li><li class="list-item"><span class="li-label">4</span><div class="htmlview paragraph">What are occupant injury attributes in full-frontal accidents?</div></li></ol></div><div class="htmlview paragraph"><b>Key findings/ expected research findings</b>: India has a very different mix of road traffic users and road traffic fatalities compared to that in Europe (Refer to <span class="xref">Table 1</span>). Further, issues like seat belt usage are of utmost concern. The demographic for India is also very different from those of developed economies. With India being a country with a rather young population, male and female dummies for driver and front passenger positions should be looked upon. This calls for India-specific safety regulations and research work on automotive test dummies.</div><div class="htmlview paragraph"><b>Practical implications</b>: The study can potentially provide a suggestion for alignment of the regulatory requirements with the actual situations, thereby increasing the effectiveness of the standard.</div></div>

<div class="htmlview paragraph">This paper describes the development process for acceleration sensors used on automobiles and acceleration evaluation system especially for the acceleration in super low range frequency.</div> <div class="htmlview paragraph">Acceleration sensor is indispensable not only for good vehicle motion control system, for example, active suspension control system, antiskid control system and four wheel steering control system, but also for safety system like air bag control system. This work focused on the development process of acceleration sensor which applied piezo ceramics.</div> <div class="htmlview paragraph">Features of newly developed sensor are as follows.</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">1)</span> <div class="htmlview paragraph">Achievement of self-diagnostic function to detect sensor failure utilizing the characteristics of piezo ceramics</div> </li> <li class="list-item"> <span class="li-label">2)</span> <div class="htmlview paragraph">Addition of piezo ceramic to cancel the pyro-effect achieved stabilization of sensor characteristics and enabled to detect acceleration of 0.0025G in super low range frequency of 0.05Hz.</div> </li> <li class="list-item"> <span class="li-label">3)</span> <div class="htmlview paragraph">Incorporates impedance conversion, filtering and temperature characteristics compensation circuitry.</div> </li> </ol> </div> <div class="htmlview paragraph">Frequency range of acceleration for good vehicle motion control is considered to be from DC to about 50Hz.</div> <div class="htmlview paragraph">But the measurement of acceleration in thus super low range frequency near DC had been difficult because of its mechanical and electrical noise interruption.</div> <div class="htmlview paragraph">This had delayed the development of acceleration sensor for automotive use.</div> <div class="htmlview paragraph">We succeeded in the development of acceleration measurement system for super low range frequency from 0.01Hz to 2Hz with detecting acceleration range from 0.0002 (0.2 gal) G to 1G as well as the development of piezo type acceleration sensor for automotive use.</div>

<div class="htmlview paragraph">This paper describes a navigation System for private automobiles.</div> <div class="htmlview paragraph">This system shows the accurate position of the vehicle on a CRT map display and also displays useful Information such as the locations of hotels, golf clubs, etc.</div> <div class="htmlview paragraph">A sophisticated map matching method is employed to find the vehicle's position. In this method, a set of correlation coefficients between the locus and the mapped roads is used to determine the vehicle's location statistically. A unique automatic calibration function is also added to the magnetic field sensor to compensate for malfunctioning and detection errors caused by distortion due to the earth's magnetism and to magnetization of the vehicle at points of high field density such as railroad crossings.</div> <div class="htmlview paragraph">In this system, we can see the current position of the vehicle indicated by a pointer on the smooth scrolling map display.</div> <div class="htmlview paragraph">This digital map has scales of 1/25,000, 1/100,000 and 1/400,000 and covers all of Japan with two available display modes: “north up” and “heading up”.</div> <div class="htmlview paragraph">This system also shows the direction and distance to whatever destination the user has chosen.</div> <div class="htmlview paragraph">This navigation system has been installed in Nissan's 1989 Cedric/Gloria and Cima models.</div>

<div class="section abstract"><div class="htmlview paragraph">Automatic transmission (AT) is a complex hydroelectromechanical system, since it consists of hydraulic, electrical and mechanical parts.</div><div class="htmlview paragraph">On cars produced by “UzAuto Motors” mainly AT of the 6T family, 6-speed AT family GM: 6T30, 6T40, 6T45, 6T50 “Hydra-Matic” are used.</div><div class="htmlview paragraph">Production of parts of these transmissions is carried out both at American GM plants and at GM plants in China and Korea.</div><div class="htmlview paragraph">The differences between AT 6T30/6T40/6T45/6T50 are in the thickness of the output chain and in the planetary gear, in the sizes of some other units and the housing itself. But the differences are much more influenced by the settings of the transmission unit, which select operating modes with different engines so as not to overload the thinnest places of the automatic transmission.</div><div class="htmlview paragraph">Automatic transmissions 6T30, 6T40, 6T45, 6T50 have the ability to manually shift gears and activate the “kickdown” mode (for quick acceleration of the car, when you sharply press the gas “all the way” it makes the automatic transmission downshift, and sometimes by two steps).</div><div class="htmlview paragraph">The operation of the transmission is controlled by various electronic systems that are responsible for the operability and structural integrity of the gearbox.</div><div class="htmlview paragraph">Failure of the automatic transmission can occur as a result of one or a combination of malfunctions of the following parts: in the torque converter; in the mechanical part of the gearbox; in the hydraulic part of the control system; one or more clutches of the gearbox; in the electrical part of the control system; in the electronic control unit.</div><div class="htmlview paragraph">The authors of the work investigated and determined the occurrence of malfunctions and failures depending on the temperature of the working fluid of the automatic transmission of a passenger car.</div><div class="htmlview paragraph">Also, the dependence of the resource of the automatic transmission on the temperature of the hydraulic fluid was obtained. High-quality diagnostics of the automatic transmission and its control system can in many cases save the car owner from expensive repairs: <ul class="list disc"><li class="list-item"><div class="htmlview paragraph">without thorough diagnostics, the automatic transmission cannot be subjected to routine or major repairs. Only on the basis of diagnostic information can a conclusion be made about the technical maintenance or repair of the automatic transmission;</div></li><li class="list-item"><div class="htmlview paragraph">based on real experience of operating passenger cars equipped with automatic transmission, we recommend changing the oil every 35000 miles under operating conditions in Tashkent. We also recommend conducting diagnostics of the automatic transmission every 12500 miles of the car's mileage.</div></li></ul></div></div>

<div class="htmlview paragraph">The Columbus laboratory module, developed by Astrium Bremen as prime contractor and Alenia Spazio as co-prime, is the European contribution to the International Space Station (ISS) program and as such it will support, once in orbit, micro-gravity and space based research activities of the member states.</div> <div class="htmlview paragraph">Columbus Environmental Control System (ECS) employs an Environmental Control and Life Support System (ECLSS) providing atmosphere pressure, cabin ventilation and temperature humidity control inside the module in conjunction with an autonomous Active Thermal Control System (ATCS) that provides the heat collection capability. The ATCS, based on software controlled water loop, provides also the cooling capability for Payloads and Subsystem equipment. The ECS is completed with the Passive Thermal Control System based on software controlled shell heating system plus passive fixtures such as Multi-Layers Insulation (MLI) blankets.</div> <div class="htmlview paragraph">Generally, both, the Columbus ATCS as well as the ECLSS are qualified via simplified but representative tests and concluding analyses. Complete verification of the module thermal and environmental control design however, will be performed via analysis supported by ECS System Level Integrated Test as well as the predictions for flight.</div> <div class="htmlview paragraph">With respect to responsibility sharing, Alenia is responsible for all verification by test related to thermal/environmental aspects, i.e. Alenia will define the test requirements and cases to be performed via the establishment of a dedicated test specification. On the other side, definition and production of the test set-up as well as the performance of the test is assigned to the Columbus prime Astrium SI Bremen.</div> <div class="htmlview paragraph">In order to get confidence on the functional performance of the Columbus ECS and to validate the Integrated Overall Thermal Mathematical Model (IOTMM) on system level the module will be subjected to an Integrated System Test (IST).</div> <div class="htmlview paragraph">Purpose of the ECS IST is to provide the first verification of the thermal/environmental interrelation between the active cooling (ATCS) and environmental control system (ECLSS) hardware and software and to collect as much characteristic thermal data as possible for the validation of the flight configuration IOTMM. This test will represent the second and last test in series on the flight configuration of the Columbus module.</div> <div class="htmlview paragraph">Previous tests, for verification of the functional interfaces of the ATCS and ECLSS, have been performed already in the frame of the Electrical Test Model (ETM) utilization. However, this test did not provide information on environmental and thermal parameters of the system but rather on the functional interrelations of the relevant units of the subsystems. Presently, the subject test will be performed in the integration hall of Astrium SI Bremen (Class 100.000 clean room conditions) and the pressurized shell is planned to be covered by the flight multi-layer insulation only located beneath the meteoroid debris panels (MDPS) of the module. However, in order to get as much as possible characteristic data of the system not only the test cases have to be selected very carefully but also additional test supporting equipment (TSE) has to be evaluated.</div> <div class="htmlview paragraph">The present paper summarizes the efforts generated to establish the Environmental/Thermal test in the frame of the system level IST of the Columbus module, describes the interrelation aspects of the thermal/environmental subsystem verification by test and analysis and presents the derived methodologies and expected results.</div>

<div class="section abstract"> <div class="htmlview paragraph">Nondestructive tests are those tests which detect factors related to the serviceability or quality of a part or material without limiting its usefulness. Material defects such as surface cracks, laps, pits, internal inclusions, bursts, shrink, seam, hot tears, and composition analysis can be detected. Sometimes their dimensions and exact location can be determined. Such tests can usually be made rapidly. Processing results such as hardness, case depth, wall thickness, ductility, decarburization, cracks, apparent tensile strength, grain size, and lack of weld penetration or fusion may be detectable and measurable. Service results such as corrosion and fatigue cracking may be detected and measured by nondestructive test methods. In many cases, imperfections can be automatically detected so that parts or materials can be classified.</div> <div class="htmlview paragraph">The SAE Handbook describes the following nondestructive test methods:</div> <ol class="list nostyle"> <li class="list-item"> <div class="htmlview paragraph">SAE J359—Infrared</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J420—Magnetic Particle</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J425—Eddy Current</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J426—Liquid Penetrant</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J427—Penetrating Radiation</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J428—Ultrasonic</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J1242—Acoustic Emission</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J1267—Leakage Testing</div></li></ol> <div class="htmlview paragraph"><span class="xref">Table 1</span> summarizes the principal features of most of these tests. In addition to the tests described, other nondestructive tests exist which are less well established, but whose use is expanding. Among these are microwave tests, holography, and sonic tests. Microwaves are used to locate defects in nonmetallic substances and to determine some physical characteristics of those materials. Optical holography uses coherent light from a laser beam to detect strains and defects in materials by means of three-dimensional imaging and interferometry techniques. Acoustical holography uses ultrasonic waves to image discontinuities in the interior of solids. Recent refinements in sonic testing permit more objective determination of the physical properties of cast iron. Complete information concerning each nondestructive test can be obtained from books listed in the bibliographies of the aforementioned reports.</div> <div class="htmlview paragraph">Increasing consumer demand for product quality at reasonable cost has resulted in development of nondestructive tests which can be applied to materials and manufactured parts. Although a variety of complementary nondestructive methods is available, development time is generally required for application to specific materials or products. The effect of part contour, surface condition, heat treatment, composition variation, and other variables may limit the ability of certain tests to detect imperfections with desired accuracy.</div> <div class="htmlview paragraph">Nondestructive tests properly applied to basic material can add greater assurance of performance to design strengths, thereby affecting material and manufacturing economy. In addition, parts can be tested after each basic operation which is critical to service performance of the finished part. In-process nondestructive tests can also serve as basic components of feedback process control systems since all tests are based upon measurements which do not damage the material or part being inspected.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Vibration testing is an essential component of automotive product development, ensuring that components such as engines, transmissions, and electronic systems perform reliably under various operating conditions. The adoption of electronics in the automotive industry, particularly during the 1950s and 1960s, marked a shift in vibration testing approaches, moving from primarily low-frequency tests to methods that could address high-frequency vibrations as well. This evolution highlights the need for effective vibration fixture designs that can simulate real-world conditions, enabling manufacturers to detect potential weaknesses before products are integrated into vehicles. A key aspect of vibration testing is the identification of resonant frequencies within components. The coupled mass-spring-damper system, for example, can exhibit multiple resonances characterized by a Bode Diagram, where the Q factor technique is utilized to assess damping levels. Accurate vibration analysis can be achieved through various methodologies, including modal analysis and frequency response calculations, which help engineers understand how components will behave under different stimulus.</div><div class="htmlview paragraph">Furthermore, the use of advanced analytical tools, such as Finite Element Analysis (FEA) has become increasingly important in the automotive industry. These modern approaches allow for more precise and efficient vibration analysis, providing deeper insights into potential issues and enhancing overall product reliability.</div><div class="htmlview paragraph">By adhering to industry standards such as International Organization for Standardization standard i.e. (ISO) 16750-3, Society of Automotive Engineers standard i.e. (SAE) J1455, and Military standard (MIL-STD)-810G, manufacturers can ensure their products meet rigorous safety and durability requirements, ultimately leading to reduced warranty claims and increased customer satisfaction.</div><div class="htmlview paragraph">Utilizing FEA allows for virtual prototyping, which reduces the reliance on physical prototypes traditionally used to test and refine designs. This approach not only shortens the design-to-production cycle but also allows for comprehensive testing and optimization, ultimately resulting in a more efficient development process and lower costs associated with prototype creation.</div><div class="htmlview paragraph">The design process for vibration fixtures involves a cyclical approach where simulations guide modifications. By continuously analysing and adjusting designs based on performance data, engineers can refine fixtures to meet specific criteria such as cost efficiency, structural performance, and overall functionality. This iterative nature of design helps in exploring multiple configurations and ensuring that the final product achieves all desired performance targets within the constraints of the given package space.</div></div>

<div class="htmlview paragraph">The intensive endeavor of the human, to do research work and to test in the low earth orbit, results in complex orbital platforms. These space based platforms are either permanent or retrievable. This is the case of the European Retrievable Carrier (EURECA), a free-flying reusable platform that is launched and retrieved by the NSTS Orbiter. The first EURECA mission will be primarily a microgravity mission specifically for material processing and life science payloads.</div> <div class="htmlview paragraph">The thermal control system of EURECA has to ensure the correct environment for the carrier and the payload, throughout all mission phases, by means of passive and active means. The passive means consist of various multi-layer insulations, surface finishing, conducting straps. Electrical heaters work, in conjunction with the active cooling loop, to keep the spacecraft temperature at adequate level. The cooling loop consists of a single phase Freon 114 pumped loop, with two radiators in parallel. The possibility to accommodate different payload heat dissipations is ensured also by the capability of the system to bypass one of the two radiators.</div> <div class="htmlview paragraph">The degree of on-board autonomy required for EURECA, mainly due to the very short ground contact periods, necessitates a sophisticated control of the thermal functions performed by a dedicated on-board computer.</div> <div class="htmlview paragraph">The thermal control of EURECA is believed to be a good example of the System Thermal Control of today, which means a maximum of flexibility in the development, manufacturing and operation. This is required for the high density, complex structure, different mission profiles, considerations of retrieval capability, adaptation of future payloads and take over of non-thermal related tasks of today's spacecraft's.</div> <div class="htmlview paragraph">This paper deals both with the development and verification of the thermal control system design and with its operational aspects.</div> <div class="htmlview paragraph">In addition examples are given to show how the model development, the implementation of the different requirements and the design solutions are made, in case of problems not solvable by the affected subsystems alone, namely:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">Missing power interface for a payload in some mission cases</div> </li> <li class="list-item"> <div class="htmlview paragraph">Electronic design problem of the 20 N thruster chamber temperature monitoring</div> </li> <li class="list-item"> <div class="htmlview paragraph">High temperature of the battery due to specification problems</div> </li> <li class="list-item"> <div class="htmlview paragraph">Power shortage during operational phase</div> </li> </ul> </div> <div class="htmlview paragraph">The paper is completed by a critical review (lesson learned) of the performed System Thermal work, in which the authors give also some suggestions for improvements.</div>

<div class="htmlview paragraph">The use of graphical dynamic system simulation software is becoming more popular as automotive engineers strive to reduce the time to develop new control systems. The use of model-based control methods designed to meet future emission and diagnostic regulations has also increased the need for validated engine models. A previously validated, nonlinear, mean-torque predictive engine model<span class="xref">*</span> is converted to MATLAB / SIMULINK<span class="xref"><sup>†</sup></span> to illustrate the benefits of a graphical simulation environment. The model simulates a port-fuel-injected, spark-ignition engine and includes air, fuel and EGR dynamics in the intake manifold as well as the process delays inherent in a four-stroke cycle engine. The engine model can he used in five ways:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">As a nonreal-time engine model for testing engine control algorithms</div> </li> <li class="list-item"><div class="htmlview paragraph">As a real-time engine model for hardware-in-the-loop testing</div> </li> <li class="list-item"><div class="htmlview paragraph">As an embedded model within a control algorithm or observer</div> </li> <li class="list-item"><div class="htmlview paragraph">As a system model for evaluating engine sensor and actuator models</div> </li> <li class="list-item"><div class="htmlview paragraph">As a subsystem in a powertrain or vehicle dynamics model</div> </li> </ul> </div> <div class="htmlview paragraph">Although developed and validated for a specific engine, the model is generic enough to be used for a wide range of spark-ignition engines. Modular programming techniques reduce model complexity by dividing the engine and control system into hierarchical subsystems.</div>

<div class="htmlview paragraph">Video surveys are being used in Doncaster to provide an up-to-date inventory of the highway network and street furniture. The techniques being used are closely related to those under development for the collection of network attribute data for Advanced Transport Telematics (ATT) / Intelligent Vehicle Highway Systems (IVHS) systems, in particular for route guidance and navigation systems.</div> <div class="htmlview paragraph">The success of systems such as Autoguide, EURO-SCOUT (formerly called ALI-SCOUT), CARIN, Travelpilot and dual-mode route guidance will be critically dependent upon the quality of the data on which navigation and routeing recommendations are based. Experience, in London and Berlin in particular, has shown that the information presented to the driver throughout his journey needs to be accurate, precisely timed and in a large number of cases specifically tailored to the details of individual junction layouts. It is not possible to provide the quality of data necessary for system acceptance without detailed surveys of the roads on which guidance is to be given.</div> <div class="htmlview paragraph">Video survey techniques offer the flexibility to view road and junction layouts in a controlled office environment, minimising the need for costly re-surveying, and significantly improving data quality and consistency. The system in use in Boncaster is providing the basis of an innovative methodology in which in-vehicle computers are interfaced with navigation systems and professional video techniques.</div> <div class="htmlview paragraph">This results in the integration of the digital map base with the information required to generate the vitally important turning recommendations for the driver and the accurate data necessary for successful map-matching.</div> <div class="htmlview paragraph">The paper presents results and conclusions from Doncaster. It reviews the need for this type of accurate data, describes experiences in existing trials of ATT/IVHS systems, analyses developments in digital map creation techniques and presents the context into which the new generation of data collection methodology will be integrated.</div>

<div class="section abstract"><div class="htmlview paragraph">The increasing adoption of battery electric vehicles (BEVs), driven by the EU's target of no internal combustion engine vehicles from 2035 onwards, is driving significant changes in the automotive industry. However, the high degree of electrification and the unique low-speed acceleration behavior of BEVs therefore lead to new challenges. Measuring the drivetrain power and efficiency in a reproducible way and obtaining meaningful results is one of the challenges.</div><div class="htmlview paragraph">To address this challenge, a novel test method is developed that offers a simple and preferably modification-free approach to drivetrain power and efficiency measurements for BEVs, allowing for efficient and reproducible testing. Different paths for determining the drivetrain power with varied measurement efforts are presented and evaluated. The test method is designed to provide reliable and accurate results for BEVs.</div><div class="htmlview paragraph">In this study, the effectiveness of the test method is shown by presenting the results of tests conducted with a VW e-up! on a Vehicle-in-the-Loop test bench and comparing them with data from previous studies. The results show that this approach offers a reproducible and meaningful way to measure power and efficiency in BEV’s drivetrains.</div><div class="htmlview paragraph">In addition to the discussion of the results, insights into the measurement of BEV’s drivetrains are given. An outlook on future challenges and how to overcome these with the help of the presented test bench as well as the knowledge gained from the study completes the paper.</div><div class="htmlview paragraph">Overall, the study offers insights into the development and testing of BEVs, providing a robust and reliable test method.</div></div>

<div class="htmlview paragraph">The application of Model-Based Design has been well established, documented, and highly refined practice for the development of embedded control systems like those used for power train or chassis controls.</div> <div class="htmlview paragraph">Model-Based Design, when applied to in-vehicle electronic systems with human-machine interface (HMI) elements, presents unique challenges and opportunities.</div> <div class="htmlview paragraph">Historically, development of the software to drive audio, climate control, navigation or other driver facing functions in a vehicle have been developed with traditional processes. These could include textural requirements and hand coding or application of structured design and analysis tools followed by hand coding. Production of the first working prototype using these traditional methods is much longer than with Model-Based Design. This is an emerging trend in the automotive body electronics design community.</div> <div class="htmlview paragraph">This paper will describe the key design elements of the new HMI concept being developed and the development process used to produce a working prototype. Some key advantages of Model-Based Design for demonstration system development will be addressed. The next process steps to move the demonstration towards production will also be discussed.</div>