Optical Star Coupler for Plastic Fiber

<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="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="htmlview paragraph">As the community is becoming more and more aware and conscious of the pollution problems caused by the internal combustion engine and its use in transportation, we are now seeing the first projects and prototypes regarding hybrid and electrically-powered vehicles.</div> <div class="htmlview paragraph">One of the main problems witnessed by engineers has been that of the relatively low operating range provided by the storage batteries available on the market today, and so, recovering the energy that is inevitably lost during braking is of primary importance.</div> <div class="htmlview paragraph">The concept of regenerative braking is fairly simple as it consists in making the electric motors function as generators.</div> <div class="htmlview paragraph">In many of today's applications we find two indipendent controls for the operation of the hydraulic brake and for the activation of regenerative braking. The choice on which braking mode to use, or in which sequence the two modes are to be used is left to the driver who, at the onset of braking, is forced to make mental considerations in order to activate the two braking modes in the right sequence. Furthermore, the driver must not forget to disable the regenerative function at the end of each stop.</div> <div class="htmlview paragraph">BREMBO has designed a braking system in which a single control, that is, the brake pedal, activates and disables in the right sequence the two different braking modes, thus allowing:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">to maximize energy recovery by the electric motors each time the driver steps on the brake pedal;</div> </li> <li class="list-item"> <div class="htmlview paragraph">the hydraulic brake to be used in addition to regenerative braking when the latter is not enough to produce the required deceleration.</div> </li> </ul> </div> <div class="htmlview paragraph">The proposed braking system is lightweight and versatile. It can be adapted to the different powertrain configurations seen on various electric vehicles.</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="section abstract"><div class="htmlview paragraph">Wind Tunnels are complex and cost-intensive test facilities. Thus, increasing the test efficiency is an important aspect. At the same time, active aerodynamic elements gain importance for the efficiency of modern cars. For homologation, such active aero-components pose an extra level of test complexity as their control strategies, the relevant drive cycles and their aerodynamics in different positions must be considered for homologation-relevant data.</div><div class="htmlview paragraph">Often, active components have to be manually adjusted between test runs, which is a time-consuming process because the vehicle is not integrated into the test automation. Even if so, designing a test sequence stepping through the individual settings for each component of a vehicle is a tedious task in the test session. Thus, a sophisticated integration of the wind tunnel control system with a test management system, supporting the full homologation process is one aspect of a solution. The other is the integration of the vehicle’s active aero components as controllable assets into the control system.</div><div class="htmlview paragraph">We present an architecture of a comprehensive set of software modules, which enhance the capabilities of an automation system making highly automated homologation tests of active components possible with minimal manual actions during the test. This includes a fully traceable test process from the vehicle components to the results of each step within an automatically generated test run, during which the active components’ parameters are varied in such way, that all test requirements are satisfied. Finally, these results are transferred back to the test requirements, from which in combination with control characteristics and market-specific drive cycles the relevant homologation data of the active aero components can be obtained.</div></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 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">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="section abstract"> <div class="htmlview paragraph">This SAE Recommended Practice describes a procedure for measuring gaseous hydrogen emissions from the aqueous battery system of a battery-powered passenger car or light truck. The purpose of this procedure is to determine what concentrations of hydrogen gas an electric vehicle together with its charger will generate while being charged in a residential garage. Gaseous emissions are measured during a sequence of vehicle tests and laboratory tests that simulate normal and abnormal conditions during operational use. The results of this test may be used to determine whether or not forced air ventilation is required when a particular electric vehicle and its associated battery and charging system are used in a residential garage.</div> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">a</span> <div class="htmlview paragraph">Gaseous emissions are measured in an enclosure during charging cycles at temperature extremes simulating garage charging at the manufacturer’s recommended upper and lower operating limits of the battery under test.</div></li> <li class="list-item"> <span class="li-label">b</span> <div class="htmlview paragraph">To prevent damage of the battery under normal operating conditions due to ignition of gases within the battery by an external spark or flame, battery systems that are vented shall be equipped with a suitable flame arresting system. A flame arrestor may be provided either for each individual cell or at the outlet of a battery venting system.</div></li> <li class="list-item"> <span class="li-label">c</span> <div class="htmlview paragraph">Because certain failures in the charging system could cause gassing to be many times the normal rate, the measurement of hydrogen during the test should include appropriate abnormal conditions such as single point failures in the charging control subsystem.</div></li></ol> <div class="htmlview paragraph">These are tests of the charging system which may involve components both on and off the vehicle. It is also expected that there will be a wide variety of designs to accomplish battery charging. It is therefore required that great care be exercised in the detailed execution of these tests so that their intent is preserved.</div> <div class="htmlview paragraph">The Scope of this document is intended to cover all battery conditions which may maximize gassing. However, it does not include the testing of batteries at their end of life. It is generally accepted that aged batteries will emit more gas while charging and the achievement of the aged condition by accelerated means would be difficult to control and the test results would not be reproducible.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Future legislation scenarios as well as stringent CO<sub>2</sub> targets, in particular under real driving conditions, will require the introduction of new and additional powertrain technologies. Beside the increasing electrification of the powertrain, it will be essential to utilize the full potential of the Internal Combustion Engine (ICE). There is clearly a competition of new and different ICE-Technologies [<span class="xref">1</span>] including VCR. VCR systems are expected to be introduced to a considerable number of next generation turbocharged Spark Ignited (SI) engines in certain vehicle classes. The implementation of Miller or Atkinson cycles is an essential criterion for increased geometric Compression Ratio (CR). The DUAL MODE Variable Compression System (VCS)<sup>TM</sup> enables a 2-stage variation of the connecting rod length and thus of the compression ratio (CR). The concept allows a modular integration into existing engine families without significant modifications of the engine architecture and thus represents a cost-attractive solution. The basic functionality and potential were described in a technical paper which was presented at the SAE WCX 2017 [<span class="xref">2</span>], the development of the hydraulic function and oil investigations were presented at the SAE WCX 2018 [<span class="xref">3</span>].</div><div class="htmlview paragraph">This paper describes the engine integration of the Dual Mode VCS-system including the hydraulic control system into a state-of-the-art 2.0L-Turbo Gasoline Direct Injected (TGDI)-Engine for the vehicle boundaries of a midsize Sports Utility Vehicle (SUV).</div><div class="htmlview paragraph">Switching strategies, as well as the importance of short switching duration under Worldwide Harmonized Light Vehicle Test Procedure (WLTP) as well as Real Driving Emissions (RDE) requirements are discussed.</div><div class="htmlview paragraph">The applied fail-safe operation and Dual Mode VCS position control and detection will be described.</div><div class="htmlview paragraph">Finally, the Fuel Consumption (FC) impact of the Dual Mode VCS system is discussed. For the 2.0L-TGDI engine in the actual vehicle class, dependent on the load profile and the specific power and torque requirements a CO<sub>2</sub> reduction between 5% and up to 9% in the WLTP is achievable.</div></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="htmlview paragraph">In order to allow continued production of the AM General Optimizer 6500 during MY 2007 through 2010 this IDI engine (Indirect Injection - swirl chamber) requires sophisticated aftertreatment controls while maintaining its fuel economy and durability.</div> <div class="htmlview paragraph">The main purpose of the development program was to retain the relatively inexpensive and simple base engine with distributor pump and waste-gated turbocharger, while adding hardware and software components that allow achievement of the phase-in emission standards for 2007 through 2010. The aftertreatment system consists of Diesel Oxidation Catalyst (DOC), NOx Adsorber Catalyst (or DeNOx Trap - DNT) and Diesel Particle Filter (DPF). In addition to the base hardware, an intake air throttle valve and an in-exhaust fuel injector were installed.</div> <div class="htmlview paragraph">The presented work will document the development process for a 2004 certified 6.5 l IDI heavy-duty diesel engine to comply with the 2007 heavy-duty emission standards. The system architecture evaluation proved to be one of the key development items that determined the packaging in the projected vehicle platform. Based on the temperature profile, it was found that the DOC-DPF-DNT configuration is mandatory to achieve NOx and NMHC standards. The development of the DPF regeneration, deNOx and deSOx strategy were strongly based on a multi-variable controls approach using temperature or lambda interventions depending on the system request.</div> <div class="htmlview paragraph">Development results for the HD-FTP and SET (13-mode Supplemental Emissions Test) show that the tailpipe emissions and the NTE (not-to-exceed) limits can be met with a considerable safety margin allowing reasonable degradation factors.</div> <div class="htmlview paragraph">The integrated system was installed in a project vehicle and underwent multiple climate testing trips focusing on DPF regeneration under cold ambient, high altitude and hot ambient conditions.</div> <div class="htmlview paragraph">It could be proven that a concept with a comparably cost-effective base engine which does not utilize direct fuel injection, along with an advanced aftertreatment control system, is capable to meet the U.S. 2007-2010 phase-in emission standards.</div>

<div class="htmlview paragraph">Full service supply and concurrent engineering are the wave of the future in powertrain development. Launching a new automotive engine requires a fast and efficient development program for both the first engine and the transition into mass production. This paper presents a case study utilizing Soligen's Direct Shell Production Casting (DSPC <sup>®</sup>) to integrate the development of a new aluminum intake manifold and the launch of the mass production tooling, eliminating long lead times and costs as well as potential geometrical inconsistencies from incongruous manufacturing phases.</div> <div class="htmlview paragraph">DSPC is a rapid casting process which makes conventional prototype casting obsolete. DSPC works by producing ceramic casting molds with integral cores, directly from CAD files without the need for patterns and core boxes. Using DSPC in the design phase enables engineers to test multiple design iterations in various alloys concurrently, expediting and improving the design phase. Additionally, DSPC's reliance on CAD files provides for stringent configuration control, assuring that all design changes are properly documented.</div> <div class="htmlview paragraph">In the transition to mass production, the CAD files of the approved cast parts are converted into production tooling CAD files and subsequently cast as net shape tools. Working with the mass production foundry, these tools are launched onto the production lines. In this way, Soligen manages the maintenance of part continuity, accuracy and timeliness.</div> <div class="htmlview paragraph">The case study in this paper describes a manifold launch with permanent molds for annual production of 1,000,000 manifolds. The whole process was paperless and driven by the CAD file (prototypes, gating simulation, permanent (steel) molds and core boxes, and final machining).</div> <div class="htmlview paragraph">By basing all production on the CAD file and DSPC technology, a smooth and cost effective transition from prototype to mass production could be guaranteed. This successful transition has proven to shorten time-to-market and dramatically Improve profitability.</div>

<div class="htmlview paragraph">Performance and the compatibility of methyl tertiary butyl ether (MTBE) as a blending component for motor gasolines were assessed for Japanese passenger cars.</div> <div class="htmlview paragraph">MTBE was found to be an excellent road octane booster. But fuel consumption and exhaust emissions of MTBE-containing gasoline were observed to differ from conventional gasoline. The addition of MTBE changed the equivalence ratio of the mixture and reduced the calorific value of the fuel.</div> <div class="htmlview paragraph">Engine cleanliness, ORI and crankcase oil deterioration were not influenced by MTBE gasoline.</div> <div class="htmlview paragraph">MTBE gasoline was compatible with the elastomers and metals used for fuel system of Japanese passenger cars and was found to behave similarly to conventional gasoline.</div> <div class="htmlview paragraph">From these results, MTBE was judged to be an excellent octane appreciator in motor fuel for Japanese passenger cars.</div>