New Techniques for Data Collection and Integration for RTI/IVHS

<div class="htmlview paragraph">This paper reports an analysis of potential costs and revenues to apply road pricing in Melbourne. Objectives of road pricing are assumed to be reduced peak period congestion and raising of funds for transport infrastructure.</div> <div class="htmlview paragraph">The analysis provides a broad understanding of opportunities for Intelligent Vehicle Highway Systems (IVHS) to be applied to road pricing; using Melbourne as a test case.</div> <div class="htmlview paragraph">Road pricing can take many forms from simple flat annual charges with fuel consumption based variable charges through to systems which charge vehicle owners according to actual road use.</div> <div class="htmlview paragraph">IVHS developments will be the key to the implementation of socially acceptable systems which charge according to actual use - or a form of charging which partially meets this objective.</div> <div class="htmlview paragraph">As pressure on road funds increases over the next decade, there is likely to be greater emphasis on the use of IVHS technologies to change the way in which road infrastructure is managed.</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">This document provides preliminary<sup><span class="xref">1</span></sup> safety-relevant guidance for in-vehicle fallback test driver training and for on-road testing of vehicles being operated by prototype conditional, high, and full (Levels 3 to 5) ADS, as defined by SAE J3016. It does not include guidance for evaluating the performance of post-production ADS-equipped vehicles. Moreover, this guidance only addresses testing of ADS-operated vehicles as overseen by in-vehicle fallback test drivers (IFTD).</div> <div class="htmlview paragraph">These guidelines do not address:</div> <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">Remote driving, including remote fallback test driving of prototype ADS-operated test vehicles in driverless operation. (Note: The term “remote fallback test driver” is included as a defined term herein and is intended to be addressed in a future iteration of this document. However, at this time, too little is published or known about this type of testing to provide even preliminary guidance.)</div></li> <li class="list-item"> <div class="htmlview paragraph">Testing of driver support features (i.e., Levels 1 and 2), which rely on a human driver to perform part of the dynamic driving task (DDT) and to supervise the driving automation feature’s performance in real time. (Refer to SAE J3016.)</div></li> <li class="list-item"> <div class="htmlview paragraph">Closed-course testing.</div></li> <li class="list-item"> <div class="htmlview paragraph">Simulation testing (except for training purposes).</div></li> <li class="list-item"> <div class="htmlview paragraph">Component-level testing.</div></li></ul> <div class="htmlview paragraph">These guidelines also do not address prototype vehicle and IFTD performance data collection and retention. The collection of data invokes various legal and risk management considerations that users of this document should nevertheless bear in mind, such as:</div> <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">Maintaining auditable procedures and documentation.</div></li> <li class="list-item"> <div class="htmlview paragraph">Adhering to applicable privacy laws and principles.</div></li> <li class="list-item"> <div class="htmlview paragraph">Ensuring adequate data collection and recording integrity to support post-crash forensic analysis.</div></li></ul></div>

<div class="section abstract"><div class="htmlview paragraph">Diesel aftertreatment (AT) systems are critical for controlling emissions of CO, HC, NO<sub>X</sub>, and PM in the on-road transportation sector. Ensuring compliance with regulatory standards throughout the AT system's lifespan requires precise prediction of various degradation mechanisms under real-world operating conditions and mitigating their impact through proper catalyst sizing and advanced controls. In the SwRI A2CAT-II consortium, a medium-duty diesel engine production aftertreatment system was subjected to full useful life aging, involving chemical poisoning with phosphorus (P) and sulfur (S) species, along with hydrothermal aging following the DAAAC protocol. This study was aimed to model and predict the aging trajectory of this production AT system thereby capturing changes in system dynamics under both steady-state and transient conditions. The system, designed to meet the 0.2 g/bhp-hr standard, comprised a Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF), Selective Catalytic Reduction (SCR), and Ammonia Slip Catalyst (ASC). It was aged to 3600 hours equivalent to the DAAAC protocol and tested across a series of steady-state and regulatory cycles (HFTP, RMC, and LLC) at degreened, 33%, 66%, and 100% aging points. A linear decrease in system NOx conversion was observed between 0% to 66% aging, followed by a nonlinear drop from 66% to 100%. The cumulative decline in NOx conversion was 0.8%, which could significantly impact systems designed to meet a 0.05 g/bhp-hr target.</div><div class="htmlview paragraph">IntroductionAftertreatment durability demonstration is a mandatory validation exercise for on-road medium and heavy-duty diesel engine certification. This requirement ensures that the emission compliance can be achieved for the intended full useful life (FUL) of the engine system or multiple vehicle families. Conventional Deterioration Factor (DF) approach considers linear effect of sulfur and phosphorous poisoning on the catalysts over the entire useful life based on performance from 33% of aging the catalysts and extrapolating them to FUL. However, based on various studies, the impact of fuel derived Sulfur on diesel aftertreatment components was found to be exponentially significant particularly on the SCR due to the sulfur poisoning effect which require an active means to liberate sulfur to maintain appropriate SCR NOx conversion performance. Phosphorous from lubricating oil is known to adversely affect the activity of the oxidation catalyst in a catalyzed DPF thereby reducing the passive regenerative performance of DPF. For these reasons, an extensive understanding of chemical poisoning (particularly Sulfur and Phosphoros) and hydrothermal aging are warranted to design, validate and demonstrate the durability of aftertreatment components that are subjected to the prolonged chemical exposure.</div><div class="htmlview paragraph">To address the extensive challenges in durability demonstration, the Diesel Aftertreatment Accelerated Aging Protocol, or DAAAC, was developed by Southwest Research Institute as a part of consortium effort that includes input from diesel engine manufacturers [<span class="xref">1</span>, <span class="xref">2</span>, <span class="xref">3</span>]. DAAAC is an accelerated aging cycle developed for each application based on the available field data. It includes the exposure from hydrothermal aging, sulfur and lubricant derived poison at accelerated rates. The protocol also requires the entire aftertreatment system to be aged as a complete system, since the upstream components, such as DOC, can impact the chemical makeup of sulfur derived constituents.</div><div class="htmlview paragraph">The protocol does not introduce chemical constituents not normally observed in the field. The accelerated chemical exposure rate is limited only to a degree that has previously demonstrated successful correlation to normal, unaccelerated aging. The Protocol also requires that chemical aging mechanisms are to be introduced and / or consumed in a manner representative of the engine’s defined consumption pathways. Examples include sulfur exposure via high sulfur fuel or gaseous SO<sub>2</sub> and oil consumption via pre-combustion / post-combustion pathways. The Protocol also does not introduce chemical components that are not normally present in oil or fuel (other than doping the fuel with higher concentrations of sulfur, but this amount is relatively small). A comprehensive step by step breakdown of DAAAC protocol is presented elsewhere [<span class="xref">2</span>].</div><div class="htmlview paragraph">The primary objective of this paper is to disseminate the observation of long-term impacts of chemical poisoning and hydrothermal aging on a production aftertreatment catalyst subjected to FUL DAAAC protocol. The results of this experimental campaign were used to develop and validate a model capable of predicting hydrothermal and chemical aging mechanisms of conventional diesel aftertreatment to optimize long term emissions reduction performance. The paper is divided into following sections: <ol class="list nostyle"><li class="list-item"><span class="li-label">1</span><div class="htmlview paragraph">Introduction: An overview of the system</div></li><li class="list-item"><span class="li-label">2</span><div class="htmlview paragraph">Background: A review of literature in the field of diesel AT aging</div></li><li class="list-item"><span class="li-label">3</span><div class="htmlview paragraph">Test Campaign: Description of experimental setup used for collection of both steady state and transient data.</div></li><li class="list-item"><span class="li-label">4</span><div class="htmlview paragraph">Experimental setup: Description of burner stand used for data collection.</div></li><li class="list-item"><span class="li-label">5</span><div class="htmlview paragraph">Results and Discussion: Description of experimental results followed by discussion about underlying degradation mechanism identified through simulation work.</div></li><li class="list-item"><span class="li-label">6</span><div class="htmlview paragraph">Summary and conclusion</div></li></ol></div></div>

<div class="htmlview paragraph">A number of reports have been published in recent years concerning research work that is underway in Europe. America and Japan on navigation systems for vehicles. The systems reported on to date employ a variety of position detection sensors, such as geomagnetic sensors, gyrocompasses and loran receivers. However, the literature contains virtually no reports of automobile navigation systems that make use of a Global Positioning System (GPS) as a means of detecting and determining the location a vehicle.</div> <div class="htmlview paragraph">The authors have developed a GPS automobile navigation system that is intended to be one subsystem of a cinorehensive on-board information system. The total system incorporates car telephone data communication capabilities as well as various functions for centralized operation of the vehicle equipment.</div> <div class="htmlview paragraph">This navigation system can accurately locate a vehicle's position using position data received from GPS satellites together with data supplied by geomagnetic sensors. In additions, map data stored in a CD-ROM can be called up for display on a monitor to indicate the vehicle's position on a map.</div> <div class="htmlview paragraph">This paper describes the system and presents the experimental results for position detection accuracy, as well as the author's observations on map data standardisation.</div>

<div class="htmlview paragraph">The business of hauling freight for profit is not easy. To be competitive, fleets must operate at low cost and provide excellent service. The truck manager is also responsible for safety on the highways and must comply with all legal requirements.</div> <div class="htmlview paragraph">An onboard computer can help a fleet obtain better fuel economy, increase productivity, reduce maintenance costs and improve safety practices. The payback period for a properly used management information onboard computer is about nine months.</div> <div class="htmlview paragraph">On the basis of improvement in safety alone, an onboard computer is an indispensable device. Today's society demands that all responsible businesses do everything reasonable to promote safety. An onboard computer represents a technology that is available now; it is a vital management tool for getting at the root of safety problems. Used properly, it can provide the control necessary to ensure safety and prevent damage to property.</div> <div class="htmlview paragraph">ALL FLEETS, WHETHER THEY are in the business of distributing groceries to stores, transporting crude petroleum to refineries, carrying hazardous material to factories, or dumping refuse at landfills, have one business in common -- the business of hauling freight for profit.</div> <div class="htmlview paragraph">In the process of conducting that business, the fleet management is surrounded with a multitude of issues such as high fuel costs, paperwork overload and maintenance expenses as well as compliance with Department of Transportation (DOT) requirements, safety enhancements, combating delays and improving productivity.</div> <div class="htmlview paragraph">Onboard computers can help management deal with these issues. Their utility can be more clearly understood by analyzing a trucking operation in four categories: vehicle performance, productivity, paperwork and safety.</div> <div class="htmlview paragraph">Some fleets also employ sophisticated truck-to-home office communication systems to improve their effectiveness. Onboard computers are well positioned to integrate with these technologies. They will continue to play an important role in the intelligent vehicle highway system of the future.</div>

<div class="htmlview paragraph">This paper describes a laboratory simulation study of driver reaction to in-vehicle navigation systems. The study included a pre-test questionnaire on demographic background and commuting behavior, simulation testing of navigation decision making, and a post-test questionnaire on navigation behavior and reactions to in-vehicle navigation systems and the laboratory simulation. A total of 277 subjects, both male and female, were employed over a wide range of ages.</div> <div class="htmlview paragraph">Test subjects were assigned to one of four navigation system groups or a no-system control group for the purpose of comparing system performance. The simulation task required subjects to experience a commuting ‘drive’ on a Southern California freeway route and minimize trip time by diverting off the main route to avoid congestion. Subjects were given orientation and training on the simulation and their navigation system condition, and were motivated by rewards and penalties to minimize trip time.</div> <div class="htmlview paragraph">Simulation results showed that diversion decision making improved with increasing navigation system feedback containing congestion and route diversion information. Questionnaire results showed reasonable acceptance for use of in-vehicle systems for navigation, and a generally positive response to the simulation experience.</div>

<div class="htmlview paragraph">The discussions of lighting experts in recent years formed the vision of an intelligent headlamp concept for the next decade: An intelligent headlamp system that will illuminate the road according to the driving conditions and, most importantly, that will react to oncoming and preceding traffic.</div> <div class="htmlview paragraph">The final stage of this scenario will be an “Active Headlamp” that will, similar to the current high beam, illuminate the complete road scene but exclude other road-users in front and on the opposite side of the road from glare, but not from signal information of the lamp. It is obvious that configurations having such a precise performance can be realized only with complex systems with highly sophisticated sensors, processors and actuators. With respect to the maturity of the available technology, the necessary development will take several years. However, on the way to this level of performance, new headlamp concepts with enhanced adaptive functionalities will even now remarkably improve the conditions for optical perception in the case of night-time driving: <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">Night-vision systems will allow a view of the complete road scene, with the aid of an IR camera.</div></li> <li class="list-item"><div class="htmlview paragraph">High-beam assistance switches automatically between high and low beam.</div></li> <li class="list-item"><div class="htmlview paragraph">The radio reception of GPS data with the use of digital maps will improve the performance of AFS headlamp systems.</div></li> <li class="list-item"><div class="htmlview paragraph">The dynamic control of the cut-off line of the headlamp will adjust the beam pattern to the traffic conditions.</div></li> </ul></div> <div class="htmlview paragraph">This article attempts to provide some insight into the development status of the above-mentioned systems, with their functional possibilities and technological implementation.</div> <div class="htmlview paragraph">It concludes with a look at the future potential of active lighting systems, with the next steps for their implementation.</div>

<div class="htmlview paragraph">The automotive industry has sought accurate, durable, and low cost mass produced angular rate sensors for chassis system control and navigational systems. An angular rate sensor based on the Coriolis force imposed on vibrating tuning forks has been developed for automotive applications.</div> <div class="htmlview paragraph">This newly developed angular rate sensor uses tuning forks made with fabricated elinvar metallic material. Size reductions in these sensors have reduced their weight and allowed for mounting directly on the printed circuit board of the electronic control module.</div> <div class="htmlview paragraph">Zero point temperature drift improvements have been developed through precision metal fabrication techniques.</div> <div class="htmlview paragraph">Reduced weight improved the sensor's impact resistence.</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>

<div class="section abstract"><div class="htmlview paragraph">A key enabler to maximizing the benefits from advanced powertrain technologies is to adopt a systems integration approach and develop optimized controls that consider the propulsion system and vehicle as a whole. This approach becomes essential when incorporating Advanced Driver Assistance Systems (ADAS) and communication technologies, which can provide information on future driving conditions. This may enable the powertrain control system to further improve the vehicle performance and energy efficiency, shifting from an instantaneous optimization of energy consumption to a predictive and “look-ahead” optimization. Benefits from this approach can be realized at all levels of electrification, from conventional combustion engines to hybrid propulsion systems and full electric vehicles, and at all levels of vehicle automation.</div><div class="htmlview paragraph">This paper documents an extensive simulation and experimental campaign that provides a systematic quantification of fuel economy and mobility benefits resulting from leveraging Vehicle-to-Everything (V2X) connectivity, longitudinal (Level 1+) automation, and advanced cylinder deactivation to improve the propulsion system and vehicle efficiency. A Vehicle Dynamics and Powertrain (VD&PT) optimization framework, developed jointly by The Ohio State University and BorgWarner, utilizes advanced route information available from the navigation system and GPS, and Vehicle-to-Infrastructure (V2I) communication when available to minimize the cumulative fuel consumption over a driver-selected route.</div><div class="htmlview paragraph">To assess the benefits of these technologies in real-world conditions, a Monte Carlo simulation framework was developed to quantify the impact of Signal Phase and Timing (SPaT), variability in traffic conditions, and behavior of different drivers on the fuel consumption and vehicle travel time. Further, verification through in-vehicle testing was conducted by reconstructing a subset of these scenarios on a proving ground.</div></div>

<div class="htmlview paragraph">With the development of car electronics, an increasing number of ECUs have been introduced to enginecontrols, brake controls (ABS), and navigation systems, etc. For further development of data communication units such as navigation systems as well as integration of car control systems, large capacity of data must be transmitted or received among ECUs in real-time processing. Optical communication, featuring niose resistance and high-speed processing, can meet the these requirements.</div> <div class="htmlview paragraph">Naturally, there is a need for the development of optical couplens, which are essential for the construction of optical fiber networks.</div> <div class="htmlview paragraph">For this reason, we developed optical star couplers to be basically connected with plastic fibers. This couplers will represent high performance at reasonable cost.</div>

This study evaluates the influence of different cartographic representations of in-car navigation systems on visual demand, subjective preference, and navigational error. It takes into account the type and complexity of the representation, maneuvering complexity, road layout, and driver gender. A group of 28 drivers (14 male and 14 female) participated in this experiment which was performed in a low-cost driving simulator. The tests were performed on a limited number of instances for each type of representation, and their purpose was to carry out a preliminary assessment and provide future avenues for further studies. Data collected for the visual demand study were analyzed using non-parametric statistical analyses. Results confirmed previous research that showed that different levels of design complexity significantly influence visual demand. Non-grid-like road networks, for example, influence significantly visual demand and navigational error. An analysis of simple maneuvers on a grid-like road network showed that static and blinking arrows did not present significant differences. From the set of representations analyzed to assess visual demand, both arrows were equally efficient. From a gender perspective, women seem to look at the display more than men, but this factor was not significant. With respect to subjective preferences, drivers prefer representations with mimetic landmarks when they perform straight-ahead tasks. For maneuvering tasks, landmarks in a perspective model created higher visual demands.

<div class="htmlview paragraph">The basis for an environmental benign design of the production is the knowledge of the environmental impacts of processes. By setting up an <u>Environmental Knowledge Management System (EKMS)</u> the perception can be organized. The application of the EKMS is divided into two steps:</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"><span class="li-label">1.</span><div class="htmlview paragraph">Documentation of the actual state with the focus on data collection and modeling of technical systems (production of products).</div></li> <li class="list-item"><span class="li-label">2.</span><div class="htmlview paragraph">Derive from prognostic statements by means of evaluated data and the identification of potentials for optimizations.</div></li> </ol> </div> <div class="htmlview paragraph">The implementation and updating lays the foundations for the environmental optimization of the planning, development and production. The target is to ensure the availability of environmental information in the entire product developing process. The decision maker can identify optimization potentials with the help of this system already in an early stage of the product development process. Therefore measures can be arranged for the sustainable production which also causes cost savings.</div>

<div class="section abstract"><div class="htmlview paragraph">Modern project management including brake testing includes the exchange of reliable results from different sources and different locations. The ISO TC22/SWG2-Brake Lining Committee established a task force led by Ford Motor Co. to determine and analyze root causes for variability during dynamometer brake performance testing. The overall goal was to provide guidelines on how to reduce variability and how to improve correlation between dynamometer and vehicle test results. This collaborative accuracy study used the ISO 26867 Friction behavior assessment for automotive brake systems. Future efforts of the ISO task force will address NVH and vehicle-level tests.</div><div class="htmlview paragraph">This paper corresponds to the first two phases of the project regarding performance brake dynamometer testing and presents results, findings and conclusions regarding repeatability (within-lab) and reproducibility (between-labs) from different laboratories and different brake dynamometers. The new EKB 3008 data exchange format was used by participating facilities to share test results using spreadsheet applications, help automate the evaluations, and simplify the different comparisons performed for this project. This on one of the first practical applications for the EKB 3008 format with several software platforms involved.</div><div class="htmlview paragraph">In order to minimize variations caused by test parts, components (brake discs, brake pads, calipers and vehicle knuckles) were carefully selected, prepared, and measured prior to testing. Special attention was given to: test procedure implementation, critical braking and testing conditions, dynamometer setup and controls, data collection, data processing and test evaluation routines. Statistical analysis (Minitab® and ISO Statistical Methods) were used to separate variability caused by test parts and caused by the test setup. Based on the findings, the paper presents guidelines for improving repeatability (within-lab) and reproducibility (between-labs) during regular testing activities.</div><div class="htmlview paragraph">Compared to vehicle testing, variability root-cause investigation using brake dynamometers is more efficient (less sources of variation and less use of testing and engineering resources) and under more controlled conditions. Findings from this variability study will support future improvement efforts for several laboratory and vehicle performance and NVH test procedure and techniques.</div></div>