Post-EOL Cybersecurity Validation for Automotive Production Units

<div class="htmlview paragraph">Combi-Road is a container road transport system with high capacity. The system uses specially designed tracks which can be constructed as separate roads or as extra lanes alongside existing motorways. The containers are pulled on semi-trailers by unmanned automatically controlled electrical vehicles. The system allows to reduce the amount of vertical handlings in the transport chain. On so-called transfer stations containers are exchanged with sea shipping, road, railway and inland shipping.</div> <div class="htmlview paragraph">The Combi-Road project started January 1994. During the process of development the innovative technological nature of the concept has been strongly emphasized. In an early stage the implementation strategy has been paid attention to.</div> <div class="htmlview paragraph">This paper describes the basic technical details of the Combi-Road system, as well as the results of the initial test phase which has been completed by the end of 1996. Furthermore the follow-up phase is discussed which includes a broadening of the logistical concept in a concrete situation of introduction of the system in the Netherlands. Starting from so-called Logistical City Parks at the edge of a city, goods are distributed via tubes with unmanned vehicles to District Distribution Depots with a service area of approximately 500 metres.</div> <div class="htmlview paragraph">The supply of goods to the Logistical City Parks can be via the traditional transport modes road, water and rail or, for example, Combi-Road.</div> <div class="htmlview paragraph">In the concrete situation maritime containers as well as continental unitised cargo are transported between the following origin and destination points:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">on the one hand the container terminal on the Maasvlakte in Rotterdam, and,</div></li> <li class="list-item"><div class="htmlview paragraph">on the other hand the District Distribution depot in a city such as Utrecht,</div></li> <li class="list-item"><div class="htmlview paragraph">utilising the SHIFT-infra (Specific Highway Infrastructure for Freight Transport) as basic network,</div></li> <li class="list-item"><div class="htmlview paragraph">which, in the Logistical City Parks, is linked to the tube network for urban freight transport, and,</div></li> <li class="list-item"><div class="htmlview paragraph">en route at transfer stations such as the Multimodal Transport centre Valburg along the river Rhine exchanges with other modes take place or connections are made to systems such as the Underground Logistical System (ULS) at Amsterdam Airport Schiphol.</div></li> </ul> </div> <div class="htmlview paragraph">This is an ambitious approach which could lead to a break-through in automatic goods transportation in densely populated urban and interurban areas with intense traffic congestion problems.</div>

<div class="htmlview paragraph">Four acceptance test programs and delineation of responsibilities for determining acceptability of construction equipment prior to shipment from the factory are discussed. The four test programs are referred to as Preproduction Acceptance Tests (performed on preproduction prototype units), Product Evaluation Tests (performed on initial production units of new models), Quality Conformance Inspection (performed on each production unit), and Customer Acceptance Test (performed on random sample units from production). They are four of many procedures by which the quality manager manages product quality by detection, correction, and prevention of defects. Machines are looked at from the positive viewpoint of acceptability-not just defects-and must pass these tests before they can be shipped from the factory. The quality manager has full responsibility for the quality of products shipped and for customer acceptance of products. The need for these four test programs, their objectives, and, in general, their differences are described.</div>

<div class="htmlview paragraph">The production unit number of small diesel engine cars tends to decline except recreational vehicles in Japanese market in recent years, while the production unit number in Europe market keeps on increasing owing to the merits of the durability and the fuel consumption. The small diesel engines will have to be improved in the near future by solving major problems such as noise and vibration pollution, environmental pollution, improvement in performance of diesel engines, in order to expand the production of the engines.</div> <div class="htmlview paragraph">This paper refers to a basic study on the experimental and analytical methods for the reduction of resonant vibration in each vibration mode on some cylinder blocks of small high-speed diesel engines in rated engine speed range. Hammering test method, which is easy and useful for measuring frequency response functions, is carried out in the experiments. In this test, the cylinder blocks are directly excited with the impulse hammer, and more the main journals are excited via the newly-made force transmission parts in the next experiment. Two kinds of the engines which have been recently recognized as low noise and vibration engines are chosen in this study. The cylinder blocks of the engines are called of long skirt type and ladder frame type, respectively. The vibration characteristics of these cylinder blocks are obtained in the frequency range from 500 <i>Hz</i> to 2 <i>kHz</i> using the experimental modal analysis. This frequency range is chosen in consideration of the reliability of the vibration experiments. And the force transmission routes from the piston heads to the crank journals of each cylinder block are considered as mentioned in the latter experimental method. The experimental results are used to calculate the natural frequencies by the modal analysis and the calculated results are compared with the ones obtained from FEM analysis. Furthermore, the cylinder blocks are remodeled in order to reduce the vibrations of all modes using FEM analysis.</div> <div class="htmlview paragraph">Consequently, it has been shown that the vibration stress of the cylinder block can be reduced by higher rigidities and more lightening weights of the crankcase and the crank journals in the measured frequency range.</div> <div class="htmlview paragraph">The conclusions are described 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">The hammering test method using the force transmission parts is useful to measure the natural frequencies of a cylinder block. This method can be easy to get the equal results with the measured ones on running conditions without engine operation.</div> </li> <li class="list-item"> <span class="li-label">2</span> <div class="htmlview paragraph">The hammering test method using the force transmission parts can easily analyze the natural frequencies at all the vibration modes on equal conditions with running ones. Then the method is a useful tool for improving the vibration characteristics.</div> </li> <li class="list-item"> <span class="li-label">3</span> <div class="htmlview paragraph">It has been proved from the analytical viewpoints that the cylinder block of the ladder frame type can be adopted as low-noise, small diesel engines with little increase of the engine weight while maintaining higher rigidity.</div> </li> </ol> </div>

<div class="htmlview paragraph">The paper presents the development of a methodology for the evaluation of the Wide-Open-Throttle (WOT) torque production when the engine is running free. Under such conditions the engine speed shows a sudden increase due to the high engine torque production associated with the WOT conditions, and to the absence of a load connected to the engine. The acoustic emission of the engine contains information related to this speed increase and thus to the engine torque production.</div> <div class="htmlview paragraph">The methodology unveils the information contained in the engine acoustic emission to estimate the torque produced under WOT operating conditions. This estimation can be performed without the need of coupling the engine to a brake, and does not require installing any additional sensor.</div> <div class="htmlview paragraph">For this reason the approach here presented could be very useful for engine testing at the end of the assembly line. In fact, since the test to be performed is very fast and does not require to couple the engine to a brake, it allows to dramatically reduce the time needed for the testing procedure. This means cost reduction and the possibility to perform such testing procedure on all the produced engines.</div> <div class="htmlview paragraph">Experimental tests have been performed in order to set-up the methodology on an L4 1.2 liter engine. The approach has been finally applied to the same engine, whose injection timing and spark advance were controlled to modify its torque production. The procedure showed a good capability to estimate WOT torque production, and to detect abnormal conditions that were induced by appropriately controlling injection and ignition.</div>

First paragraph: Why do industrial agricultural operations continue to displace smaller family farms in spite of their continued pollution of the natural environment and degradation of rural communi­ties? Large-scale, specialized agricultural operations, such as concentrated animal feeding operations (or CAFOs), persist because they have an economic advantage over smaller, diversified farming opera­tions. They have higher ecological and social costs but lower economic costs. This economic advan­tage is commonly referred to as economies of scale. In economic theory, there are two types of economies of scale. Internal economies of scale refer to differences in the costs of production associated with different sizes of production units. In animal agriculture, “scale” refers to the number of hogs, poultry, milk cows, or beef cattle in a single farming operation or production unit. In field crop and pasture-based animal production, scale refers to the acres of land in a single production unit. External economies of scale, on the other hand, refer to differences such as the costs of fertilizer or feed, or the cost of complying with government regulations, for different sizes of management units. Management units may include one or more production units under single man­agement or control (Ross, 2022). A single farm or production unit may comprise multiple parcels of land, but a farm management unit may comprise multiple farms that are managed as a single economic entity or unit. . . .

Feeding a growing, increasingly affluent population while limiting environmental pressures of food production is a central challenge for society. Understanding the location and magnitude of food production is key to addressing this challenge because pressures vary substantially across food production types. Applying data and models from life cycle assessment with the methodologies for mapping cumulative environmental impacts of human activities (hereafter cumulative impact mapping) provides a powerful approach to spatially map the cumulative environmental pressure of food production in a way that is consistent and comprehensive across food types. However, these methodologies have yet to be combined. By synthesizing life cycle assessment and cumulative impact mapping methodologies, we provide guidance for comprehensively and cumulatively mapping the environmental pressures (e.g., greenhouse gas emissions, spatial occupancy, and freshwater use) associated with food production systems. This spatial approach enables quantification of current and potential future environmental pressures, which is needed for decision makers to create more sustainable food policies and practices.

<div class="section abstract"><div class="htmlview paragraph">Decades ago, like the 1990s automobile industry, the off-highway industry was purely recognized as a mechanical entity. In the mechanical system, accuracy and troubleshooting of faults were significant concerns. Additionally, the continuous stringent emission norms by the government call for the adaptation of the aftertreatment and DeNOx led to more complexity and challenges. To meet the government emission regulation and product performance, thorough functionality testing of manufactured units was crucial. For this purpose, EOL/diagnostics testers are developed. Diagnostic protocol CAN establish the connection between ECU and tester due to its robustness and data handling capabilities. This paper aims to develop and test the end-of-line (EOL) tester for off-highway diesel engines. The communication between the tester and ECU will be over UDSonCAN, conforming to standard ISO14229. This tester will cover the synchronization of various components used to assemble the engine and maintain a consumption record. The vital tester implemented the following roles: communication, reading diagnostic trouble code (DTC), data measurement, data logging, and programming data with a friendly and compatible interface. Also, the tool will distinguish nonfunctional units, reduce the rejection rate, and help to maximize productivity by performing appropriate diagnostic checks in case of any faulty situation. The tester will ease the aftertreatment and DeNOx testing.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The Safety Assessment Process, defined by SAE ARP4761 and associated regulatory guidance and the system development process defined by SAE ARP4754 are built on an understanding of the functions performed by a system or systems. [1, 2] These recommended practices do not provide, or reference, specific guidance regarding function definition, though they do provide some conventional airplane examples. ASTM E2013-20 describes function identification principles for cost evaluations, but does not consider how functions are used in safety assessments.[3] Without a systematic process for establishing and describing functions for safety assessments, the application of the development and safety assessment processes can be complicated by inappropriate function selections. Such functions may be overly inclusive, applied at the wrong level of abstraction, or might not describe the intended behaviors adequately. While these concerns can be managed as developers gain experience with these processes, the continually increasing complexity of system behaviors and the introduction of multi-vehicle “swarms” promises to increase these concerns.</div><div class="htmlview paragraph">This paper proposes a process to assist the system or product developer with identifying and describing functions at each level of abstraction used in describing the architecture. This includes establishing system boundaries and checking the appropriateness of the resulting function lists.</div></div>

The formula-fed veal industry consists of a fairly small number of production units, which are generally associated with a company which supplies feed and, in some instances, management and health advice. Production units may be independent, on contract or company owned. In many cases, there is no working relationship between the production unit and a veterinarian.
 A small survey was conducted of veterinarians who do work with veal production units. Fifteen US and Canadian veterinarians responded. These veterinarians work with a total of 322 veal farms. A summary of their responses regarding drug use on farms with which they work follows.

Energy consumption level is an important indicator to determine whether the process flow and process equipment are reasonable and optimal. Energy consumption levels of different gas plants and production units are different because of many influencing factors. Therefore, it is hard to evaluate the energy consumption levels of different gas plants and production units. Study has been done in this paper trying to solve this problem. Firstly, influencing factors of energy consumption in gas plants are analyzed and categorized by inherent factors and non inherent factors. Theoretical studies of energy consumption have been made as to each unit in gas plant. By studying of energy consumption technological process and mediums, models are built for each production unit and relevant correlations have been established. A new concept of "Baseline Energy Consumption Value (BECV)" for gas plant and process units is introduced. Secondly, the process parameters at Baseline operating condition for different production units are stipulated in accordance with relevant standards, recommended practices and optimized operating paramenters. Then the BECVs of each production unitand a gas plant can be calculated. Finally, three typical natural gas plants are taken as examples for calculating of BECVs. The calculation results are analyzed versus the actual energy consumption values. Then the energy consumption levels of each plant and unit can be evaluated. By the study of energy consumption of each production unitand gas processing plants, the bottlenecks of energy consumption in gas plants can be defined and the existing problems can be found. Plans for further process optimizations and energy saving modifications of process system can be made based on the evaluation results. The theory and methodology proposed can be further implemented to other fields including oil fields and refineries for energy saving management and process optimization.

<div class="section abstract"><div class="htmlview paragraph">The design and testing of innovative components and control logics for future vehicular platform represents a challenging task in the automotive field. The use of scale model vehicles constitutes an interesting alternative for testing assessment by decreasing time and cost efforts with a potential benefit in terms of safety.</div><div class="htmlview paragraph">The target of this research work is the development of a customized scale vehicle platform for verifying and validating innovative control strategies in safe conditions and with cost reduction. Consequently, the electrification of a radio-controlled 1:5 scale vehicle is carried out and a customized remote real-time controller is installed onboard. One of the main features of this commercial product is its modular characteristics that allows the modification of some component properties, such as the viscous coefficient of the shock absorbers, the stiffness of the springs and the suspension geometry. The original vehicle is equipped with a 2-stroke internal combustion engine, whose throttle command is provided by a common radio transceiver/receiver unit. The original configuration is commonly adopted for radio-controlled race car competitions, but the presence of a noisy combustion engine is not well suited for implementing a precise and accurate control logic based on onboard sensor measurements; hence, the conversion into an electric vehicle represents the adopted solution in this research activity.</div><div class="htmlview paragraph">In particular, the electrification process accounts for the replacement of the internal combustion engine and fuel tank with a brushless DC motor, a battery pack, and a planetary gearbox. CAD tools are exploited for the selection of the replacement components and the design of the mounting systems. Additionally, a Speedgoat Baseline Real-Time Target Machine is installed for implementing the customized control logic, developed in MATLAB/Simulink environment, for controlling the traction electric motor and the steering servomotor.</div><div class="htmlview paragraph">After a preliminary bench testing phase, a remote control is implemented for the validation of the system through maneuvers typically carried out for vehicle handling analysis.</div></div>

This study investigated direct energy consumption and land performance under two different methods of farming—organic and conventional. The aim of our study was to examine the performance of farmers in the Czech Republic and identify the differences between organic and conventional farming regarding food safety and direct energy consumption. Based on the data from the Farm Accountancy Data Network of the EU, we measured the performance of both organic and conventional farmers in terms of product per unit of land and direct energy consumption per unit of product regarding the natural condition of the farm localization. Our findings show that organic farms produce lower output with less direct energy per unit of land; however, they need more direct energy for one unit of production. We found that a product from organic agriculture consumes 1.7-fold greater direct energy than a conventional product. The worse the natural conditions for farming, the broader the difference between organic and conventional regimes regarding their performance and energy consumption. Our conclusions may help shape agricultural policy in the Czech Republic, where organic farming is receiving systematic political support, leading to an increase in the proportion of organically farmed arable land.

<div class="section abstract"><div class="htmlview paragraph">The present work represents the continuation of the introductory study presented in part I [<span class="xref">11</span>] where the experimental plan, the measurement system and the tools developed for the testing of a modern Wankel engine were illustrated. In this paper the motored data coming from the subsequent stage of the testing are presented. The AIE 225CS Wankel rotary engine produced by Advanced Innovative Engineering UK, installed in the test cell of the University of Bath and equipped with pressure transducers selected for the particular application, has been preliminarily tested under motored conditions in order to validate the data acquisition software on the real application and the correct determination of the Top Dead Centre (TDC) location which is of foremost importance in the computation of parameters such as the indicated work and the combustion heat release when the engine is tested later under fired conditions. In this testing phase much importance has been given also to the measurement of the frictions at the different operating rotational speeds. Interestingly, the data have been collected at three different coolant temperatures, 30°C, 60°C and 90°C respectively, in order to investigate and quantify any possible effect and interaction of the heat transfer on the mechanical and thermodynamics engine parameters for the usual operating temperature range. The collected data are subsequently used for the determination of the Friction Mean Effective Pressure (FMEP) to be employed in the computation of the Brake Mean Effective Pressure (BMEP) from the indicated pressure cycle or in the numerical models created for simulation purposes. Finally, still by means of the analysis of the indicated pressure cycle, further considerations are drawn on the thermo-fluid dynamics interactions of the three moving chambers with the self-pressurizing air-cooled rotor system (SPARCS) with its details already described in the first part of this suite of papers.</div></div>

<div class="htmlview paragraph">Commercially available software tools are widely used to assist in conducting life cycle inventory, life cycle assessment (LCA), life cycle impact analysis (LCIA), and design for the environment (DfE) studies. Five leading software tools, Boustead 4.2, GaBi 3.2, SimaPro 4.0, TEAM 3.0, and Toolkit, currently in use or under consideration by life cycle practitioners, were selected for testing, and a detailed evaluation scheme was used to evaluate the effectiveness of these tools for practical application in automotive life cycle studies.</div> <div class="htmlview paragraph">A consensus numerical score for each of 20 separate test criteria was assigned to each of the software packages under evaluation, and the total scores compared. On the basis of these scores, the authors chose GaBi version 3.2 as the LCA software package currently best suited for use by experienced life cycle practitioners in conducting environmental life cycle assessments in the automotive industry. This choice is based on the professional experience and judgment of the authors and should not be construed as a blanket product endorsement or criticism of other commercial products, all of which possess useful features and may be further improved and upgraded at any time.</div> <div class="htmlview paragraph">GaBi was judged to be the best software tool, with TEAM a close second. This was due in part to the quality and suitability of their databases, frequency of updates, clarity and logic of LCA operations, and acceptance among the user community. The impact evaluation methods used in GaBi and TEAM were also sufficiently advanced and flexible for full life cycle assessment in automotive contexts. A limiting feature of all the software tools was the absence of features specifically pertaining to design for the environment (DfE) studies.</div>

<div class="section abstract"><div class="htmlview paragraph">The incorporation of split mandrel coldworking into a single- station, automated wing assembly machine advances the technical quality of automated production. Coldworking innovations, including the CMX process and new puller unit development, combined with new clamp-up technology, have eliminated the need for manual dissasembly and deburring, both costly and time consuming procedures.</div><div class="htmlview paragraph">These advances in automation are illustrated in the development of a next-generation automated unit created for wing production of the Airbus A340-600 wide-body program. This paper describes the implementation of new fastener and coldworking technology that led to the development of this automated manufacturing system.</div></div>