High Efficiency Light Source for Distributive Lighting Systems (DLS)

<div class="section abstract"> <div class="htmlview paragraph">This specification is a general level subsystem light source specification that establishes test requirements of a Gas Discharge Light Source (GDLS) subsystem for use on passenger vehicles.</div> <div class="htmlview paragraph">The completed test data to this test specification is intended to be provided to the OEM by the Tier one lamp set maker as part of the lamp assembly PPAP. Re-testing shall be required if any portion of the approved GDLS experiences a design, manufacturing or component change.</div> <div class="htmlview paragraph">This document shall be applied to systems that meet the requirements for design, performance and validation established by government standards.</div> <div class="htmlview paragraph">The subsystem is defined as the ballast, igniter and light source and shall be tested as a subsystem and considered one test sample for the entire test sequence. A failure of any component in the test sample shall constitute a failure of the entire sample. Substitution or replacement of only the light source shall be allowed during testing. Failure of the light source more than once in a tested system shall constitute a failure of the GDLS. <i>If other manufacture’s components are intended to be approved for use in the GDLS, then those possible combinations of components shall be considered a new GDLS and shall also be tested</i>.</div> <div class="htmlview paragraph">Additional testing may be required by individual OEM’s to meet specific EMC, quality, reliability and durability objectives.</div> <div class="htmlview paragraph">The following tests are to be performed under the following conditions:</div> <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">New light source (capsule) or ballast design</div></li> <li class="list-item"> <div class="htmlview paragraph">Design or process change made to an existing capsule or ballast, which could affect the outcome of the test</div></li> <li class="list-item"> <div class="htmlview paragraph">Completion of one calendar year as noted in the “ANNUAL TESTS” Table shown in the Appendix. <i>(Note: Production process control data, collected at a shorter interval per an approved control plan, may be substituted if approved by customer’s responsible engineer and purchasing representative.)</i></div></li></ul></div>

<div class="htmlview paragraph">A new automotive headlamp has been developed under the designation LITRONIC (Light Electronics). In order to improve the light quality and to increase driver safety on the road, a gas-discharge lamp was chosen as the light source instead of the conventional incandescent bulb.</div> <div class="htmlview paragraph">The projector headlamp is well-suited for the application of the LITRONIC system. Especially in the US market, there is currently a potential interest in applying projector headlamps in series production. Compared to conventional headlamps, advantages can be seen in the flexibility of this kind of headlamp from the styling view point.</div> <div class="htmlview paragraph">In this paper, newly developed solutions for projector headlamps from Bosch will be presented, for HID as well as for incandescent bulbs. Applications for low beam and for high beam are included. By means of concrete examples, the improvements in light quality compared to conventional systems will be demonstrated. And the boundary conditions in relation to styling aspects (high vertical inclination of the outer lens, lens diameter, overall system length) are taken into account and will be discussed.</div> <div class="htmlview paragraph">It will be shown that the projector headlamp system can be ideally applied to result in an improved US-light pattern, thus contributing to safety in night-time driving.</div>

<div class="htmlview paragraph">The nature of autoignition and knocking is investigated experimentally and theoretically in an optical engine by high speed direct light photography and laser schlieren filming. Special emphasis is devoted experimentally and theoretically to the role of exothermic centres in the end-gas in initiating knocking combustion and subsequent knock damage to the combustion chamber walls. The optical engine is a modified single cylinder ported two stroke engine equipped with a large head window for unlimited access to both the entire combustion chamber and the ring crevice region.</div> <div class="htmlview paragraph">In some experiments the formation of exothermic centres was stimulated by microscopic aluminium particles that deposited on the mirrored piston surface.</div> <div class="htmlview paragraph">The data are analysed by numerically modelling the transition from normal combustion to autoignition with a simplified 2D-code. This code models the interactions between exothermic centres, normal combustion and the resulting time dependent fields of pressure, temperature and gas velocities.</div> <div class="htmlview paragraph">The distinction between the three modes of propagation of reaction from an exothermic centre by Zel'dovich and co-workers becomes blurred under engine conditions but they are, nevertheless, useful:</div> <div class="htmlview paragraph"> <div class="quote"> <div class="htmlview paragraph"><b>deflagration:</b> associated with steep temperature gradients; knock may be non-existent to moderate.</div> <div class="htmlview paragraph"><b>thermal explosion:</b> associated with small temperature gradients; knock may be moderate.</div> <div class="htmlview paragraph"><b>developing detonation:</b> associated with intermediate temperature gradients; knock can be violent.</div> </div> </div> <div class="htmlview paragraph">In practice a pure thermal explosion, with homogeneous reaction is improbable in engines.</div> <div class="htmlview paragraph">The chemico-hydrodynamic coupling is especially strong near walls where compression heating by reflected pressure waves is most effective. Thus knocking combustion is preferentially stimulated near cylinder walls.</div> <div class="htmlview paragraph">The predominant occurrence of knock damage is in the ring crevice region where knocking combustion is associated with soot formation both in the crevice and the endgas region.</div>

<div class="htmlview paragraph">This paper describes a preliminary characterization of in-cylinder spray and combustion behavior from a high-pressure common rail injection system. The engine used in the tests was a single-cylinder optical research diesel engine, adequately developed in a full-fired version, equipped with a common rail injection system. An elongated piston allows for the optical access to the combustion chamber for diagnostic applications.</div> <div class="htmlview paragraph">Characteristic of the optical engine is the availability to investigate different combustion system designs due to an interchangeable head-cylinder group. The system configuration tested in the present work corresponds to a four-cylinder engine of 1930 cc of displacement that is representative in the class of light duty d.i. diesel engine.</div> <div class="htmlview paragraph">Spray and combustion evolutions were visualized through a high-speed CCD camera synchronized with a copper vapor laser acting as light source. Tests were performed at fixed engine speed and injected fuel mass (1500 rpm and 12.4 mg/stroke) but varying injector configuration (holes number and size).</div> <div class="htmlview paragraph">As expected, pilot activation strongly affects spray and combustion evolution of subsequent main injection. Pilot seems to be characterized by small penetration and quick evaporation, burning almost completely before the main injection occurs.</div> <div class="htmlview paragraph">Spray distribution of main injection appears to be influenced by pilot activation and injector configuration. In particular, the change of the nozzle configuration results in different spray patterns.</div> <div class="htmlview paragraph">Due to a marked influence of pilot injection on whole combustion process, pilot parameter setting values should be chosen adequately in view of engine emission optimization.</div>

<div class="htmlview paragraph">Within the automotive market the application of LEDs for rear lamp functions or CHMSL has been highly increased.</div> <div class="htmlview paragraph">The styling aspect as well as short rise time as a safety feature are the main reasons for this effect. In designing an LED application for both, CHMSL and rear lamps one has to take into account reliability of the total system.</div> <div class="htmlview paragraph">LEDs, as single components, have reliability higher than any incandescent or halogen bulb: from this point of view the LED rear lamp reliability should be higher than traditional rear lamp reliability.</div> <div class="htmlview paragraph">On the other hand, at the moment ECE specifications allow using LEDs as light source for rear lamps just in the case that the rear lamp is sealed. As a consequence if some LED fails it will be necessary to substitute the complete rear lamp: this will be a potentially very high maintenance cost for the final customer. Therefore LED rear lamp reliability has to be considered specifically under these boundary conditions.</div>

<div class="section abstract"><div class="htmlview paragraph">In order to reduce CO₂, Electric Vehicles (EV) and Hybrid Vehicles (HV) are effective. Those types of vehicles have powertrains from conventional vehicles. Those new powertrains drastically improve their efficiency from conventional vehicles keeping the same or superior power performance. On the other hand, those vehicles have an issue for thermal energy shortage during warming up process. The thermal energy is very large, and seriously affects the fuel economy for HV and the mileage for EV.</div><div class="htmlview paragraph">In this paper, we propose VHDL-AMS multi-domain simulation technique for the estimation of the vehicle performance at the concept planning stage. The VHDL-AMS is IEEE and IEC standardized language, which supports not only multi-domain (physics) but also encryption. The common modeling language and encryption standard is indispensable for full-vehicle simulation.</div><div class="htmlview paragraph">By the VHDL-AMS modeling, the fuel economy, the effect of heat energy recovery from the exhaust gas, and the power performance are discussed for HV. The fuel economy was estimated using LA#4 driving pattern and the base simulation model validation result was that simulation was 22.0 km/L and measurement was 21.7 km/L (error 1.4%). The energy management using an exhaust gas heat exchange system realized 10.3% fuel consumption improvement during warming up. As for the power performance, the simulated acceleration time of 0-100 km/h was 11.12 sec and the measured vehicle time was 11.27 sec. The error between simulation and actual measurement result was 1.4%.</div><div class="htmlview paragraph">We showed that the application of VHDL-AMS multi-domain HV simulation is effective for the vehicle concept planning. Since the HV model uses embedded real control software, the VHDL-AMS modeling can be used as SIL at system control development stage.</div></div>

<div class="htmlview paragraph">The technology of exterior automotive lighting is undergoing the first major change in a half-century. Manufacturers of road vehicles, including motorcycles, are increasingly using Light Emitting Diode (LED) lamps in the place of incandescent light bulbs in exterior lighting applications, including brake lamps, turn signals and parking lamps.</div> <div class="htmlview paragraph">Analysis of incandescent bulb filaments has been well documented (<span class="xref">References 2</span>, <span class="xref">3</span>, <span class="xref">4</span>, <span class="xref">5</span>, <span class="xref">6</span> and <span class="xref">7</span>), and is a well-accepted practice in accident analysis. But little appears to be known about how, or even if, LED lamps respond to the forces of acceleration or direct-impact events to provide a “record” of the state of the lamp at the moment of an accident event. This project examined the responses of lighted and unlighted LEDs to both acceleration and direct impact events for indications of their state of operation when damaged.</div> <div class="htmlview paragraph">The structures of LED bulbs were examined before they were subjected to controlled acceleration and impact events, and those baseline features were compared to the bulbs following testing. LED lamp arrays were tested in the powered (On) and non-powered (Off) states, in order to look for features analogous to the hot-shock and cold-shock characteristics seen in incandescent lamps. Powered and non-powered incandescent lamps were tested alongside the LEDs, to provide a known basis for comparison.</div> <div class="htmlview paragraph">Accelerations from 230 to 700g caused typical hot-shock damage to the filaments of incandescent bulbs, but produced no readily observable changes in the test LEDs. Direct impact damage did cause some LED bulbs to malfunction, but even then, no clear-cut features were found to indicate whether the LED had been on or off when damaged.</div>

<div class="htmlview paragraph"><b>I</b>T is common practice to provide single-filament motor-vehicle head-lamps with but one focus-adjusting mechanism. The advisability of incorporating also a vertical-focusing mechanism in two-filament tilting-beam head-lamps has been a subject of discussion.</div> <div class="htmlview paragraph">The intent of State laws is to require the proper use of lighting equipment that meets the legal requirements. Focusing is the most difficult obstacle in the way of practical enforcement of the laws. Types of focusing mechanism are described and the effect of the use of each type on the instructions issued by State motor-vehicle departments is explained at some length.</div> <div class="htmlview paragraph">Movement of the light source by the use of the different types of mechanism for focusing head-lamps is described to explain complications that attend the use of multiple adjusting-mechanisms. Head-lamps can be designed with a focal zone, instead of a focal point, so that they will be less sensitive to filament positioning. A sampling of bulbs in dealers' stocks shows that the variation in accuracy of commercial electric incandescent lamps is within the practical limits of compensated single-focus design.</div> <div class="htmlview paragraph">Comparison is made between the adjustment of head-lamps in service which have one focusing-mechanism and two focusing-mechanisms. The deterrent effect of multiple-adjustment mechanisms on future development is discussed.</div> <div class="htmlview paragraph">Proposals to rectify unsatisfactory night-driving conditions should be based upon the elimination of their primary causes. Various authorities agree with these views. The different uses of the vertical adjustment are considered.</div>

<div class="htmlview paragraph">In the 80's, it has been possible to significantly improve the lighting efficiency by developing new complex surface reflectors. The ability to lower the reflector's height and to radically tilt the lens, provided a new flexibility of design guided by aerodynamic requirements, while the performance improvements enhanced the security.</div> <div class="htmlview paragraph">As the styling and performance demands keep increasing, this will require a tangible improvement of the light source itself.</div> <div class="htmlview paragraph">THE DISCHARGE LIGHT must answer this challenge. - Being two to three times brighter than the halogen light source basically used today, the discharge light by comparison with the halogen lamp having the same frontal size, offers the best performances and consequently, the highest safety. (SEE <span class="xref">TABLE 1 CHARACTERISTICS OF THE DISCHARGE LIGHT</span>)</div>

<div class="htmlview paragraph">New headlamp sources and optical designs are creating new glare scenarios on today's roadways. Recent evidence suggests that the spectral content of vehicle forward lighting may play a role in the glare that it produces. Additionally, there is concern that the decreasing size of some headlamp systems may be contributing to glare. This paper describes a field experiment designed to take a fresh look at headlamp glare, both disability and discomfort, by exploring the role of illuminance, spectrum, and size and determining the relative magnitude of each as it affects oncoming glare.</div> <div class="htmlview paragraph">Subjects seated in a test vehicle were exposed to small targets at various angles. Test glare headlamps were positioned 50 m in front of the subject at an angle of 5°, simulating oncoming traffic. The glare intensity at the subject's eye, the spectrum of the glare source (among high intensity discharge, halogen, and blue filtered), and the glare source size were systematically varied. Target reflectance was also varied between 20% and 40%. The time of response to target presentation, as well as the number of targets missed, were collected as a measures of performance. Additionally, subjective ratings of discomfort were also collected from the subjects after every test condition.</div> <div class="htmlview paragraph">The results show that illuminance at the eye is the dominant factor in glare produced by an oncoming headlamp under these conditions, both for on- and off-axis visual performance and discomfort. Further, for varying glare illuminances, there was found an interesting interaction between target contrast and discomfort ratings. Light source spectrum did not play a significant role in causing disability glare, but did significantly impact discomfort. Headlamp size had no significant impact on discomfort or disability glare. The impacts of these results on new light sources for vehicle forward lighting, such as HIDs and LEDs are discussed.</div>

<div class="section abstract"><div class="htmlview paragraph">THIS paper discusses the modern concept of afterburner design, breaking down the various major components and treating, as fully as allowable under secrecy imposition, the problems confronting the design engineer.</div><div class="htmlview paragraph">Because an afterburner must provide short bursts of speed during take-off, climb, and combat maneuvering, without affecting the normal operation of the main turbojet engine, it is necessarily very complex. Essentially, it is a complete engine attached to the exhaust of the turbojet engine. By burning additional fuel in a specially designed tailpipe, the afterburner raises the temperature of the jet gases after they leave the turbine.</div><div class="htmlview paragraph">Early designs are evaluated, with advantages and disadvantages pointed out. Actuator power sources are dealt with and suggestions given for future development.</div><div class="htmlview paragraph">Comparisons are drawn between the nonafter-burning jet engine and that incorporating an afterburner.</div><div class="htmlview paragraph">Where secrecy imposition makes specific discussion impossible, a general introduction to the subject is attempted.</div></div>

<div class="section abstract"><div class="htmlview paragraph">This paper will propose a novel power generating system concept including an auxiliary, backup and emergency power source. Existing aircraft employ an auxiliary power unit (APU) and a ram air turbine (RAT) for power generation besides aero-engine generators. An APU works prior to starting propulsion on the ground and as a backup power plant during flight. The RAT is activated due to the need to maintain the essential systems in the case of an emergency situation. Both systems are optimized on conventional aircraft in which hydraulic, pneumatic and electric systems are supplied for control and equipment.</div><div class="htmlview paragraph">Although a conventional aircraft needs hydro pumps and air compressors, the coming of a new era of more-electric architecture for aircraft and propulsion will be the stimulus to improve aircraft systems [<span class="xref">1</span>]. In more-electric aircraft, the authors focus on the low-pressure spool generation system of aero-engines. This system is anticipated for large power sources that supply electricity to a bleed-less system, though the high-pressure spool-generating capability is restricted because of the mechanical integrity of the power off-take and aero-engine control stability. LP generation contributes not only to the control stability for aero-engines but also to potential survivability of power generation since it is possible for LP spool to generate energy during wind milling.</div><div class="htmlview paragraph">This paper will discuss the overview of the more-electric aircraft utility resource. To introduce the substituting technology of a conventional power-generating system that relies on RAT and APU, the authors will propose a low-pressure spool-generating architecture involving any power management measures, upon the electrical power demand estimation.</div></div>

<div class="section abstract"><div class="htmlview paragraph">A significant step is achieved on the flight control actuation system toward the more electrical aircraft through the Airbus A380, A400M and the A350 development phase ongoing. The A380/A400M/A350 features a mixed flight control actuation power source distribution, associating electrically powered actuators with conventional FlyByWire hydraulic servocontrols.</div><div class="htmlview paragraph">In the scope of the preparation of the future Airbus Aircraft, this paper presents the perspectives of the use of the EMA technologies for the flight control systems in the more electrical aircraft highlighting the main technical challenges need to treat: jamming susceptibility, “on board” maintenance reduction, Operational reliability increase, power electronics and power management optimization, and regarding the environmental constraints, the predicted performances; the benefits associated to the optimized utilization of on-board power sources.</div><div class="htmlview paragraph">On the 4<sup>th</sup> of January 2011, an aileron EMA was successful flown on Airbus A320 MSN1. It is an important step towards the EMA technology for flight control actuation system.</div></div>

<div class="htmlview paragraph">This report summarizes the successful development project made by Stanley, in cooperation with Fisher Guide Division of CMC, in which a LED HMSL (Light Emitting Diode High Mounted Stop Lamp) outstripped the conventional incandescent bulb in performance, by utilizing super bright LED's as the light source.</div> <div class="htmlview paragraph">The major factor that made this project successful was Stanley's development of the world's brightest GaAlAs red LED, by using a manufacturing process of temperature difference, continuous liquid phase crystal growth technology which was realized based on the research of Dr. Junichi Nishizawa of Tohoku University. Up to this time, LED has only been used in the field of consumer electronics. However. Stanley accepted a request from GMC for the development of a LED HMSL and has studied all the optical, thermal, electrical structural and styling of LED's as an automotive light source. This has proven the feasibility of installing LED signal lamps onto automobiles.</div>

<div class="htmlview paragraph">The late 1950's saw the space age come into being. Power requirements for the terrestrial satellites were of the order of only a few hundred watts. The beginnings of development toward the manned satellite and space vehicle dictate the requirement for power levels well in excess of current vehicle missions. What are the sources of power at these increased levels? The best solution in sight for meeting the power requirements for manned space vehicles are nuclear and solar energy sources in combination with rotating conversion equipment.</div> <div class="htmlview paragraph">In this paper several types of space power generating systems are discussed including solar-mechanical rotating, solar-direct conversion, nuclear mechanical rotating, and regenerative fuel cells. Evaluation of their general characteristics, and indication of their practical limitations is outlined.</div> <div class="htmlview paragraph">The concepts involved in the choice of equipments for rotating conversion machinery are outlined. Some of the materials of construction and possible choices of working fluids for the conversion equipment are discussed. A hypothetical power generating system and the criteria employed in the design of the system are described.</div>