The Road to Active Light - Headlamp Concepts with Enhanced Adaptive Functionalities

<div class="section abstract"><div class="htmlview paragraph">Present standards for vehicle forward lighting specify two headlamp beam patterns: a low beam when driving in the presence of other nearby vehicles, and a high beam when there is not a concern for producing glare to other drivers. Adaptive lighting technologies such as curve lighting systems with steerable headlamps may be related to increments in safety according to the Insurance Institute for Highway Safety, but isolating the effects of lighting is difficult. Recent analyses suggest that visibility improvements from adaptive curve lighting systems might reduce nighttime crashes along curves by 2%-3%. More advanced systems such as adaptive high-beam systems that reduce high-beam headlamp intensity toward oncoming drivers are not presently allowed in the U.S. The purpose of the present study is to analyze visual performance benefits and quantify potential safety benefits from adaptive high-beam headlamp systems. Before adaptive high-beam systems could be permitted on U.S. roadways, it is necessary to have data describing their potential for crash reductions. The results from the present analyses can help to inform discussion about the potential impacts of adaptive high-beam systems on transportation safety.</div></div>

<div class="htmlview paragraph">Recyclable content of motor vehicles is presently 75%, by weight, the majority of which is iron based components. Approximately 9% of the vehicle weight is in the form of various plastics. Today these materials are shredded and landfilled as automotive shredder residue (ASR). General Motors is putting greater emphasis on recycled automotive component systems through the use of the following environmental principles to guide the design and manufacture of our vehicles:</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">1.</span> <div class="htmlview paragraph">General Motors is committed to actions to restore and preserve the environment.</div> </li> <li class="list-item"> <span class="li-label">2.</span> <div class="htmlview paragraph">General Motors is committed to reducing waste, conserving resources, and recycling materials at every stage of the product life cycle.</div> </li> <li class="list-item"> <span class="li-label">3.</span> <div class="htmlview paragraph">General Motors is committed to the development and implementation of new materials and process technologies to enable rapid disassembly of component systems at the end of the vehicles' useful life.</div> </li> </ol> </div> <div class="htmlview paragraph">Additional forces driving recycling efforts stem from:</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">1.</span> <div class="htmlview paragraph">The reduction in the number of landfills.</div> </li> <li class="list-item"> <span class="li-label">2.</span> <div class="htmlview paragraph">Anticipated future legislation aimed at the recycled content of future vehicles.</div> </li> </ol> </div> <div class="htmlview paragraph">This technical presentation contains information and descriptions of recyclable instrument panel systems. Examples of three potentially recyclable instrument panel systems will be discussed. <b>Attention</b> will be given to design flexibility, quality, and costs for automotive components manufactured from processes utilizing these materials.</div>

<div class="htmlview paragraph">The purpose of this study was to investigate approaches evaluating the performance of safety systems in crash tests and by analytical simulations. The study was motivated by the need to consider the adequacy of injury criteria and tolerance levels in FMVSS 208 measuring safety performance of restraint systems and supplements. The study also focused on additional biomechanical criteria and performance measures which may augment FMVSS 208 criteria and alternative ways to evaluate dummy responses rather than by comparison to a tolerance level.</div> <div class="htmlview paragraph">Additional analysis was conducted of dummy responses from barrier crash and sled tests to gain further information on the performance of restraint systems. The analysis resulted in a new computer program which determined several motion and velocity criteria from measurements made in crash tests. These data provide new insights on restraint performance including torso angle change, the effectiveness of occupant restraint from velocity buildup -- called the <u>Restraint Quotient</u> -- and forward displacement and rebound of the chest and pelvis. The various approaches are used to discuss Hybrid III responses from 24 barrier crash and 23 Hyge sled tests.</div> <div class="htmlview paragraph">Four additional experiments were critically evaluated to validate the new analysis. They involved a lap-shoulder belted Hybrid III female dummy with the lap-belt positioned low on the pelvis for restraint or pre-positioned on the abdomen for submarining. By comparing calculated and film analyzed data, the Restraint Quotient program was found to predict accurately those test results.</div> <div class="htmlview paragraph">Numbers relating to FMVSS 208 criteria values were reduced 15%-25% by lap-belt submarining over lap-belt restraint. The addition of an abdominal injury criterion and use of a frangible abdomen helped predict injury risk to the abdomen and an overall higher risk of injury with lap-belt submarining. The use of motion and velocity criteria also identified poorer performance with lap-belt submarining.</div> <div class="htmlview paragraph">Several approaches were reviewed to interpret the overall performance and injury risks of safety systems in a crash. The preferred method was found to be <u>injury risk assessment</u> which represents dummy responses as injury risks using Logist probability functions. This enables injury in each body region to be assessed by the maximum risk from applicable biomechanical criteria. Whole body injury is determined by summing the individual risks from each body region.</div> <div class="htmlview paragraph">The motion and velocity criteria determined from the Restraint Quotient program were useful in complementing the biomechanical criteria to assess injury. They may be helpful in an overall determination of the crash performance of restraint systems, supplements and enhancements.</div>

<div class="htmlview paragraph">One of the major objectives of the ESA Program FLPP (Future Launchers Preparatory Program) is the development of key technologies enabling the reduction of the launch service costs for the Next Generation Launchers (NGL), encompassing both current expendable launchers (ELV) as well Reusable Launch Vehicles (RLV).</div> <div class="htmlview paragraph">The strengthening of the European industrial capability to improve the maturity of critical technologies represents the necessary preparation of the programmatic and technical grounds that FLPP shall provide in order to start the development of NGL.</div> <div class="htmlview paragraph">Among all the critical technologies required for candidate RLV / ELV concepts implementation, Materials and Structures (M&S) technologies, specifically Thermal Protection Systems (TPS) and Hot Structures (HS), provide significant benefits due to their stringent requirements of low mass, to their high performance in the hostile re-entry environment and to their extended lifetime.</div> <div class="htmlview paragraph">FLPP Period-1 activities started in January 2005. A categorization of candidate NGL concepts has been first performed in order to derive the critical technologies for future NGL. The successful results achieved during the last fifteen years in Europe have been gathered to assess the present Technology Readiness Level (TRL) of the identified M&S components and have been complemented by specific information provided by the involved technologies manufacturers. This bottom-up approach has allowed to focus the potentialities and the maturity of each identified technology in order to define a correspondent FLPP Technology Development and Verification Plan (TDVP) having the objective of raising the TRL up to 6-7 by the date of an ELV / RLV decision (around 2012), merging the development schedule of the different technologies with the FLPP in-flight experimentation opportunities.</div> <div class="htmlview paragraph">The present paper provides an overview of the identified key technologies and presents the development and verification logic followed for the major M&S components together with final recommendation for technology prioritization.</div>

<div class="section abstract"><div class="htmlview paragraph">When designing new vehicles, the legal requirements of the countries in which the vehicles are homologated must be observed and implemented. The manufacturers try to consider the legal framework of the UN-ECE (United Nations Economic Commission for Europe), CCC (China Compulsory Certification) and FMVSS (Federal Motor Vehicle Safety Standard) 108 in the same vehicle to keep the variance low. For the appearance of the vehicle, the position of the light modules in the front of the vehicle is important. In addition to the surface requirements of lighting functions, the positions of the low beam (LB), high beam (HB) and the position of daytime running lights (DRL) are also regulated. When it comes to these mounting positions, the legislation between the US and the EU differs quite significantly. The UN-ECE legal framework does not describe the distance between the left and right Adaptive Front Lighting System with a certain value, but only requires the distance to the outer edge of the vehicle to be less than 400 mm. The FMVSS 108 on the other hand stipulates, that the distance should be "as far apart as practicable". The underlying reason for that is, that the distance and width from oncoming traffic could be misjudged if the low beam is placed too far inboard of the vehicle instead of to the outer edges. For this reason, with the support of a test person study, this paper examines different horizontal mounting positions of low beam in combination with several light setup positions, to investigate the impact of the headlight position on the distance assessment. The results can be used to design future cars in such a way that innovative design can be implemented while ensuring road safety.</div></div>

<div class="htmlview paragraph">A pictorial reference for the identification and location of the filaments and electrical contacts for common motor vehicle dual filament sealed beam headlamps and dual filament replaceable headlamp bulbs is presented. The filaments and contacts shown in the reference photographs are clearly identified to facilitate comparison to headlamps or bulbs under investigation.</div>

<div class="section abstract"><div class="htmlview paragraph">While hybrid electric powertrains are the standard for passenger cars, the application to motorcycles is almost nil. The reason is the increase in weight, cost and overall dimensions, which can compromise the layout and dynamics of the motorcycle. A viable path is to replace the standard internal combustion engine with a much smaller and lighter unit, which leaves room for the installation of the electric components. The 2-Stroke (2S) cycle technology, thanks to double cycle frequency and inherent simplicity, can be the key to reduce engine dimensions, weight and cost, while keeping high power outputs.</div><div class="htmlview paragraph">The HybridTec project, discussed in this paper, aims to develop a compact and lightweight V-90° two-cylinder 2S engine, coupled to an electric motor installed downstream of the gearbox (P3 configuration). The total installed power should be about 110 kW.</div><div class="htmlview paragraph">The engine features loop-scavenging, actuated by a crankshaft-driven supercharger, while an exhaust rotary valve and electronic fuel injection minimize fuel short-circuit over a broad operating range. Moreover, the control of air and residuals trapped within the cylinder is made by a bypass valve downstream of the supercharger. A 4-Stroke-like forced lubrication system is also adopted.</div><div class="htmlview paragraph">Another advantage of this engine design is the possibility to dilute the fresh charge with exhaust gas, at any operating condition: a proper percentage of residuals helps to cut NO<sub>x</sub> emissions without the need for complex and expensive after-treatment systems.</div><div class="htmlview paragraph">A single-cylinder prototype of the engine was preliminarily built and tested, the initial design being carried out with the support of a 1D model, which was then calibrated based on a preliminary configuration of the engine.</div><div class="htmlview paragraph">According to the 1D simulation results, the engine is able to meet the performance targets and shows good potential at part-load operation, but engine injection system and control strategy need further optimization, which will be supported by future detailed 3D-CFD analysis.</div></div>

<div class="htmlview paragraph">In order to further improve motor vehicle lighting, headlamps with instead of the current incandescent. lamps are being developed at Robert Bosch GmbH, Stuttgart, under the designation LITRONIC (<u>Li</u>ght Elec<u>tronic</u>s).</div> <div class="htmlview paragraph">Compared to headlamps with conventional bulbs, the LITRONIC headlamp achieves a greater luminous efficacy, thus contributing to a considerable improvement in safety on the roads.</div> <div class="htmlview paragraph">Function, construction and initial system experiences from a testing of samples of the new headlamp system will be described.</div>

<div class="section abstract"><div class="htmlview paragraph">Battery temperature is known to have a critical influence on overall battery pack performance, from electrochemical behavior, charge acceptance, power availability, trip efficiency, safety, reliability and life-cycle costs. Temperature monitoring is critical to ensure safe and reliable battery pack operation.</div><div class="htmlview paragraph">Monitoring of cell temperatures in battery packs allows for control and estimation algorithms that can ensure homogenous pack temperature distribution, prevent excessive pack temperature rise and even infer cell core temperature, potentially allowing to both predict and mitigate onset of thermal runaway.</div><div class="htmlview paragraph">The increasing need for improved accuracy requires inclusion of more detail in the modelling stage, leading inevitably to ever larger-scale, ever more complex dynamical systems. Simulations in such large-scale settings lead in turn to unmanageably large demands on computational resources, which is the main motivation for Model Order Reduction.</div><div class="htmlview paragraph">Model Order Reduction is focused on reducing the complexity of large-scale dynamical systems, while preserving their input-output behavior. Reduced models mimic the complex behavior of large-scale dynamical systems, and can be efficiently used for design, optimization and sensitivity analysis. The resulting reduced order model can be used to replace the original system as a component in a larger simulation or it might be used to develop a simpler and faster controller suitable for real time applications.</div><div class="htmlview paragraph">Three model order reduction techniques are compared. The first method, Balanced Truncation, assumes access to the high-fidelity model structure is available whilst the other two, Nyquist and neural network approximation, assume only input/output behavioral knowledge is available. The reduced order models are compared, in simulation, to a high-fidelity model of a battery pack in terms of simulation speed-up, model accuracy and property preservation. The applicability of each technique for real-time applications, particularly in the context of xEV (grid connected electric vehicle) thermal management, together with pros and cons of each method is discussed.</div></div>

<div class="htmlview paragraph">Fuel efficiency and clean combustion engine versus high engine performance - which will increase up to factor 10 in the next 5 years - with less engine displacement are driving more complex engine control systems in today's and future vehicles. The challenge is not only to design a perfect engine, but also to incorporate the right semiconductors. Beside this demand on high sophisticated electronics the demand on cost reduction - especially for small cars - is one driving factor for a smart partitioning.</div> <div class="htmlview paragraph">Infineon offers sensors, microcontrollers and power semiconductors for today's engine management platforms and therefore owns the right technologies to manufacture those devices. This opens up the possibility to integrate more functionality in less devices as in today's partitioning or</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">to define electronics to simplify complex control strategies and</div></li> <li class="list-item"><div class="htmlview paragraph">to optimize the performance of each device.</div></li> </ul> </div> <div class="htmlview paragraph">This paper gives an overview about semiconductors for current engine management systems and will present an outlook how smart partitioning satisfies the increasing demands on system performance and increased functionality but can reduce system costs, too.</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="section abstract"><div class="htmlview paragraph">NEW SEALING ELEMENTS MADE OF ELASTOMERIC MATERIALS TO MEET THE HIGH DEMANDS OF THE AUTOMOTIVE INDUSTRY</div><div class="htmlview paragraph">Use of automated manufacturing as well as the call for more comfort and less fuel consumption are just some of the key requirements facing today's designers of new vehicles.</div><div class="htmlview paragraph">The elastomer industry has risen to this challenge and, through the implementation of innovative technologies, can now offer the vehicle designer a wide range of alternatives.</div><div class="htmlview paragraph">Developments in process engineering have made it possible not only to optimize the frictional resistance and anti-wear properties of the elastomer's surface, but also to vary the extrusion's section during actual production. In addition the industry supplies pneumatically controllable elastomeric extrusions with two stable phases, which are used, for example, on vehicle doors and radiator grilles.</div></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="section abstract"><div class="htmlview paragraph">The electrical and electronic system in vehicles with all its components has become more and more complex. Many different stakeholders are involved and more and more parts of the development process have been shifted to the suppliers. This outsourcing results in substantial savings on the OEM side, but brings additional challenges to manage the overall system and keep the core IP within the OEM.</div><div class="htmlview paragraph">This presentation shows an approach that was adopted recently by several OEMs. It is called the “E/E-Architecture” process and applies the principles of system engineering according ISO/IEC15288. It shows the starting point by managing the requirements and how to use functions as the source of the truth over the entire design process. During the E/E Architecture phase, it is important to concentrate on the strategic design aspects. This is to model all artifacts that have influence on systems performance, reliability, and cost, but to avoid wasting efforts on the small things that can be handled later in the supplier detail development.</div><div class="htmlview paragraph">The presentation also looks at the requirements for the tools to support such a system approach with aspects like data model, variant handling, multi-user, etc. It will show the pragmatic solution building blocks available.</div><div class="htmlview paragraph">Furthermore, it will look at how OEMs can benefit from the implementation of the E/E Architecture approach in terms of quality, cost savings, and efficiency increase.</div></div>

<div class="section abstract"> <div class="htmlview paragraph">This SAE Standard describes a laboratory test procedure for measuring the vibration damping performance of a system consisting of a damping material bonded to a vibrating cantilevered steel bar. The bar is often called the Oberst bar (named after Dr. H. Oberst) and the test method is often called the Oberst bar test method. Materials for damping treatments may include homogeneous materials, nonhomogeneous materials, or a combination of homogeneous, nonhomogeneous, and/or inelastic (such as aluminum foil) materials. These materials are commonly installed in transportation systems such as ground vehicles, marine products, and aircraft to reduce vibration at resonance, and thus reduce the noise radiation from the vibrating surface. The test method described herein was developed to rank order materials for application on panels using general automotive steel but also may be applicable to other situations or conditions.</div> <div class="htmlview paragraph">Damping performance for most materials and systems varies as a function of both frequency and temperature. Accordingly, this test procedure includes provisions for measuring damping over a range of frequencies and temperatures found applicable to many transportation systems. The measured damping performance will be expressed in terms of composite loss factor, η<sub>c</sub>, within the frequency range of approximately 100 to 1000 Hz, and over the useful temperature range for the given application. The term composite refers to the steel and damping material combination. The composite loss factor is, therefore, dependent upon the thickness, damping, and modulus of both the steel and damping material layer.</div> <div class="htmlview paragraph">The test procedure described here is based on the method described in ASTM E756. However, this SAE document differs from the ASTM E756 method in that the SAE practice specifies the bar material, three bar sizes, the mounting conditions of the test samples, and suggested standard interpolation frequencies. This document provides a means of rank ordering damping materials according to their composite loss factor values from test samples that represent typical sheet metal applications.</div> <div class="htmlview paragraph">The material properties of the damping material alone, including Young’s modulus E, and the material loss factor η, may be computed from the test samples specified in this document if additional conditions are met. ASTM E756 defines these additional conditions as well as the equations to be used to compute the damping material properties for the single layer (Oberst beam) configuration.</div></div>