Proceedings of the FISITA 2012 World Automotive Congress

Monitoring battery state correctly is the basis for a micro-hybrid system. In order to cut down costs, a method of monitoring battery state only by voltage is designed. It is derived by analyzing the characteristics of the micro-hybrid system and battery charging/discharging. By using this proposed method, battery sensor, which is widely used, can be cancelled. The vehicle test results show that the designed method satisfies requirements of a micro-hybrid system and the system works correctly. Comparing to the system with a battery sensor, the fuel consumption is the same in standard condition. But in real traffic the rate of fuel saving is 15 % less.

This paper describes a proposal of electro hydraulic composite brake system, which is based on the high-speed switching valve, and sets up a algorithm of the composite braking resistance distribution, according to the law of ECE and motor’s external characteristic. By using the simulator ADVISOR, the algorithm is analyzed. The result shows that this algorithm can realize the braking safety primly, at the same time, recuperates energy of 220 kJ, leading to a 0.75 % increase of battery status.

In the BCM’s industrialization process, we need design appropriate BCM for different car models. In order to reduce the complexity of the design while avoiding duplication of design work, This paper summarize the experience in the recent years design of the BCM, analyze the system structure, working mechanism, and basic design principles based on one particular BCM section, analyze its external interfaces attributes and complex control logic. Design generic, common embedded software structures for body control and basic modules that can be configured and assembled, These software components is flexible and configurable, based on the software structure and basic module library, we can quickly start the development of appropriate body controller software for BCM of different car models.

With the dramatic development of the passenger vehicle industry in emerging countries—(“BRIC” as it is also known) indicating the fast developing passenger vehicle market in Brazil, Russia, India and China, simple vehicle E&E system architectures are no longer sufficient to fulfill the demands from the market for fancy vehicle features such as Passive Start and Entry System (PASE). That in effect requires support from advanced car body E&E systems. However, traditional implementation of advanced car body E&E systems in developed markets, e.g. EU countries, requires high R&D efforts due to the complexity of the system and diversity of the architectures and requirements. Furthermore, take rates of advanced car body features in the low cost car segment (Affordable CAR) are also an undetermined factor, which makes the situation more complicated for advanced car body E&E architecture designs for this market. Thus the conflict of high system implementation, cost for advanced car body features as well as the low system cost demand from low cost car segments, and the uncertain take rates of advanced car body features in low cost car segments are becoming the major topics to be resolved by every E&E system supplier and vehicle manufacturer in BRIC markets. This paper describes a system implementation concept to resolve the above issue using a scalable architecture approach with platform products from the Affordable CAR segment. By using a scalable architecture approach, the advanced car body E&E system implementation cost could be invested in a step-wise way, which reduces the risk of uncertainty of take rate of advanced car body feature deployment in the low cost car segment. By using a platform products the total system development costs can be controlled in an acceptable level, which can make advanced car body feature deployment in the low cost car segment become reality. An example of a scalable system approach to implement different levels of car body E&E system by using products from Continental low cost platform family is also illustrated in this paper. A scalable stepwise system approach is described for Remote Keyless Entry and Immobilizer system as 1st step, Engine Start Stop and Push Button Start system as 2nd step and finally complete PASE system as the last step is illustrated here. The concept of system function/feature integration, its scalability, and key factors to be considered for optimum level of functional integration are described. The evolution of platform products, benefits for passenger vehicle manufactures and its scalability for implementations of E&E system for Affordable CAR vehicle segments are explained.

Fuel injector is very important for engine performance. Normally it is supplied by system suppliers as a package and OEMs do not have much choice in China. This study offered an experimental method of fuel injector selection. Based on CAE simulation, two types of fuel injectors were selected and their key parameters and the engine dynamometer performances are tested in lab. An optimized fuel injector is selected based on the comprehensive test results.

The excellent torque and performance behavior combined with low fuel consumption and exhaust emissions of modern diesel engines which equipped with high pressure common rail system has increased their market day by day. But the combustion instability and white smoke emissions are serious problems during cold starting and the transient emissions during the engine start-up process were still high for ultra low emission control. In this investigation, start control strategies and experiments were designed to improve the start performance. The research was carried out on a 4-cylinder 2.5 L turbocharged diesel engine equipped with BOSCH common rail system, which the Electronic Control Unit was self-developed based on the high performance microcontroller SPC563M64, so the control strategies and parameters could be verified expediently. The initiation of diesel fuel combustion is dependent on the compression temperature, compression pressure, fuel properties and fuel injection characteristic, so the start-up process was divided into four modules, and the main and pilot injection quality, injection phase, rail pressure control style and the target pressure control value were optimized respectively according to the characteristics of the four stages, so the controlling could be more accurate. The injection quality and phase is corrected according to the engine temperature and intake air temperature. It was found that the injection parameters of the injection phase and quality of the start accelerate module have large effects on the start-up time and smoke emission, with proper pilot injection quality and main injection phase, the starting time and smoke were reduced, and the starting performance was improved dramatically on the test engine.

As the operating status of the turbocharger is complex, nonlinear and requires high transient response, this paper studies a new control strategy which add self-adaption pilot control to the traditional PID control method, and adopts the static PI control or the dynamic PID control according to the control error, finally, carries out nonlinear transform on the output signal. The control strategy can both increase the respond speed of the turbocharger and avoid the over boost phenomenon. The experimental study is carried out under a 1.8 L turbocharged engine on the engine test bench and the automobile hub test bench, validates the feasibility and practicability of the control strategy.

A stability control strategy for vehicle electronic hydraulic brake system (EHB) related to active safety was developed for vehicle. A nonlinear electronic-hydraulic brake system mathematical model was built through analyzing the effects of the composing modules and linking pipelines of the EHB system on the performance. The vehicle stability control algorithm was simulated using software CarSim and MATLAB/Simulink under typical conditions. The results showed that control strategy can effectively control vehicle motion and meet the requirements of design.

For integration issues between Electric Power Steering System and Lane Keeping System, a Lane Keeping coordinated control method combining time to lane cross and judgment of driver’s operating behavior has been proposed. Lane Keeping System model, Magic Formula Tire model, 7-DOF vehicle model and EPS model were built based on theoretical analysis. Then Hardware-in-the-Loop experiment was done on EPS bench. Simulation and Hardware-in-the-Loop experiment results show that Lane Keeping coordinated control method can solve coordinated problems between conventional power steering component and lane keeping executive component, and can keep the vehicle in the lane, thus ensure the safety of the vehicle while driving.

When the parking brake shoes are installed, it must be initialized with Breaking-in process, in order to meet the parking performance requirements, especially the independent parking brake. This article describes a vehicle dynamic Breaking-in technology for independent parking brake, based on electronic parking brake system.

Research and

/

or Engineering Questions

/

Objective

: Tire Pressure Monitoring System (TPMS) mainly focus on the tire pressure, temperature monitoring. Or over-inflated tire under inflated, will affect the car’s safety. According to the traffic control department of statistics, 46 % of accidents on the highway due to tire failure caused the puncture accounted for 70 %. TPMS can monitor real-time tire pressure and temperature, the driver informed in advance, improve vehicle safety. And tire pressure is too low will result in increased resistance and improve fuel consumption. Improved by monitoring the tire pressure can improve fuel economy.

Methodology

: This article describes the principle of TPMS systems, the system components, and solve the TPMS R & D among the key issues to be resolved, providing a human interface and information communications for the overall design performance, and ultimately go through test tools with CAN, the spectrum analyzer, network analyzer test validation.

Results

: This design of TPMS systems, real-time monitoring of tire pressure, temperature, acceleration, and the man–machine interface can be displayed to the driver. For the tire failures and system failures can itself provide timely text, graphics, alarm. Optimized layout of the entire system through the vehicle to improve the reception rate and reception stability. Communication with other systems using the CAN approach, stable and reliable signal transmission speed. Based on the above system design, in engineering has been widely used to improve the protection of tire safety and fuel economy has made some achievements.

Deficiencies and limitations Limitations of this study

: This paper focuses on the tire pressure monitoring, and providing alarm. But the puncture cannot be predicted, and the puncture of no implementation action.

What does the paper offer that is new in the field in comparison to other works of the author

: The system uses sensors directly, in real time and accurate monitoring of tire pressure, temperature, acceleration, battery voltage sensor signal. Relative to the indirect tire pressure monitoring, with a measurement accuracy, system stability, the advantages of wide range of applications. RF signal using FSK modulation mode, better than the adjustment means ASK.

Conclusion

: This tire pressure monitoring system designed to achieve an accurate tire pressure and tire temperature monitoring alarm display can be applied in the real car.

Fuel consumption and greenhouse gas emissions pose serious challenges to automotive industry. Today’s vehicles require much more electric energy due to the much wider array of electrical and electronic on-board comfort and safety systems. The balance of power delivery to different systems is becoming more and more difficult. In response to the growing need for more electric power, an integrated electric energy management system is introduced. An energy management unit (EMU) is the brain of whole system; it integrates charging management, auto start stop function, battery monitoring and electric load management. Based on the battery state of charge (SOC), EMU determines the strategy for energy management. The EMU controls charging voltage by a LIN connected alternator regulator to maintain SOC. When the battery soc is low, EMU increases the charging voltage to stimulate battery charging. But when soc is in a normal range, charging voltage is adjusted according to vehicle motion to improve fuel economy. The auto start stop function turns off and restarts engine automatically, when the battery SOC is in an appropriate status. EMU also determines which electric load the power should be preferentially supplied to when the battery SOC is low or when the alternator malfunctions. In these situations, the EMU will reduce electric power delivered to such components as a seat heater, for example, in order to ensure enough power for safety systems such as the x-by-wire systems. A closed-loop control of the battery SOC improves stability of electric power net. EMU increases the charging voltage when vehicle is decelerating, and decreases the charging voltage when vehicle is accelerating. Regeneration increases fuel efficiency while simultaneously enhancing driving dynamics. A continuous charging voltage adjustment way is introduced. This avoids the abrupt torque output, and improves NVH performance. Auto start stop function combined with charging management delivers more reductions in fuel consumption and CO

2

emissions.

Torque-based engine control system has been developed for complexity of powertrain control. Compared with open-loop torque control, close-loop control can improve control performance radically and reduce calibration workload greatly. For turbocharged diesel engine, dynamic torque generation model of Fuel Delivery-Mean Indicated Torque should be provided. The relationship between fuel delivery and mean indicated torque is nonlinear. In different operating points, engine demonstrates different dynamic torque output characteristic. Through piecewise linearization and identification, dynamic torque generation model has been obtained in different operating points. Based on this model, close-loop torque and engine speed control algorithm can be investigated further.

The performance and capabilities of an electronic control unit for internal combustion engines are key issues for engine research and development. The objective of this hardware and software co- development was the design of a versatile and rugged rapid prototyping engine management system (RPEMS). This work has been carried out in cooperation between AVL List GmbH Graz and University of Technology, Institute of Electronics, Graz. The advantages and drawbacks of available RPEMSs have been analysed and compared to current and future requirements of modern internal combustion engine control. Hardware and software functionality and the mechanical design have been optimized and focused on upgradeability and scalability. The main version of the hardware is for direct injection gasoline engine control, with subsequent variants for diesel engine and for vehicle control. The new RPEMS and its derivatives turned out as reliable and powerful tools. They are equally well suited for laboratory use and small volume field tests. Two hardware versions control up to eight cylinders of a direct or intake-manifold gasoline or of a diesel engine, two high-pressure pumps, four knock detectors, several bus interfaces and feature additional I/O lines with dedicated sensor/actuator interfaces for special development purposes. For safety–critical applications, two units can be linked together in a master–slave or redundant configuration. A dedicated version for vehicle control supports the development of hybrid drives. While former works of the authors were related to specific detailed aspects of engine control, the design of this new RPEMS is a practical example of prototype engine control and application-oriented engineering. The paper outlines the specific placement of the product for and within the engine development process. Therefore it presents the requirements on the electronic control unit from a functional point of view and shows how they have been fulfilled by means of joint hardware/software research and development. A hardware development platform as well as software toolboxes have successfully been developed. The outcome—AVL RPEMS—serves as a prototype engine control unit for initial prototype and extra-low volume production vehicles. It proved its fitness at test bench and demo vehicle applications and equally well under tough fleet testing operation.

Vehicle mass and road gradient are the important parameters for engine torque control, transmission shift scheduling and vehicle longitudinal control. It will add manufacturing cost to use more sensors to obtain these values. Therefore, there is increasing concern on the estimation methods of vehicle mass and road gradient based on the vehicle model. In this paper, on the premise of no additional sensors, the engine torque, engine speed, velocity, acceleration/brake/clutch pedal signals and gear from the CAN bus are used as the original data. The estimation methods of vehicle mass and road gradient are studied by applying vehicle dynamic, Luenberger state observer and Recursive Least Square with varying forgetting factors. Furthermore, the real time estimation arithmetic is validated through dSPACE/MicroAutoBox system on FAW J5 commercial vehicle.

The main task of the engine-timing-control system (timing system for abbreviation) is to build up the engine phase according to the crankshaft and camshaft signals, and to control the actuators accurately according to the engine phase. The timing system is mainly constructed with the following modules: engine phase management module, injection control module, ignition control module and pump control module. FAW designed and implemented the timing system based on AUTOSAR standard. The timing system can support gasoline engine, diesel engine and alternative fuel engine through parameter configuration via AUTOSAR standard tools. The timing system has good portability, scalability and reliability, and it can reduce the cost and shorten the cycle of the system development.

In recent year, electronic control system was increasingly applied in modern commercial vehicle, and the calibration work is the key technology of using electronic control system on the commercial vehicle. To satisfy national emission legislation and commercial vehicle products updating, there is a great challenge that how to master this technology. This paper introduce calibration function, calibration workflow and calibration method of modern commercial vehicle. Meanwhile, the challenges and trends of modern commercial vehicle calibration techniques were pointed out in this paper.

Powertrain control is significant for commercial vehicles to meet the requirements of energy-saving and emission regulations; also it is critical to improve the power performance of vehicles. Under the pressure of cost, the diversities of user-requirement, frequently changing market, FAW makes a deep study of powertrain control, while some non OEM-specific functions, for example some components in basic software, are developed by suppliers and integrated by FAW. The product development platform for powertrain is built following this way, based on which some OEM-specific features can be implemented rapidly and efficiently. These features will make the products more competitive in the market. This paper gives an overview to the powertrain control development situation of FAW, including the system integration strategy and the coordination control between the networked ECUs on vehicle.

Along with the evolution of vehicle electronic systems from domain-specific control to the integrated control of the entire vehicle system, ECU systems have become increasingly complicated and large-scale. This has made it difficult to set out an optimal architecture of the ECU system efficiently at the early planning stages. As well, the conventional ECU development methodology is also becoming difficult to achieve the increasingly strict requirements for safety design based on multi-ECU systems. Conventionally, optimizing electronic systems requires fabricating many prototypes and evaluating them repeatedly, but with their increasing scale, this method has become impractical. We therefore believe virtual development is a required step. Although functional-level simulators and implementation-level simulators are being used currently, these are both separate and independent. Because of this, it is necessary to introduce virtual development as a new physical-level development environment to connect functional-level and implementation-level. In terms of not only function but also safety design, virtual development has the ability to inject failures that are difficult to recreate in an actual device. Therefore we have started introducing the virtual development of ECU systems by using system level modeling and simulation technology with SystemC language which provides the concept of time. In the phase of physical-level design, because a virtual ECU system is developed by designing each functional model of system such as ADC and drive circuit and connecting these models as a system, the behavior of the whole ECU system can be verified easily without having actual devices. Therefore the optimized structure of ECU, such as microcomputer, software and peripheral LSI, can be determined efficiently at the early stages of ECU development. Safety design can also be achieved efficiently because the data transferred in the system can be changed to failure data forcibly by covering functional models with failure models. We believe that maximizing the performance of ECUs in electronic systems, and ensuring that these systems meet safety design requirements will require methods to visualize things that are difficult to visualize, and that this visualization is needed both before and after manufacturing. Virtual development of ECU systems by using system level modeling and simulation technology with SystemC language provides a useful method to achieve these requirements.

This paper studied a novel high energy density ultracapacitor and develops the applicable ultracapacitor management system. The ultracapacitor system is successively tested on the charge/discharge test bench and the hybrid energy test bench. The result indicates that the ultracapacitor system has a advantage of low resistance, high efficiency, and long life span, its energy density and power density can fulfill the requirement of the full hybrid vehicle.

Further fuel consumption improvement of stop/start vehicles can be achieved by expanding the fuel cut period. In order to maintain vehicle response, ability to restart the engine during an engine stop event, known as change of mind (CoM), is necessary. Two current technologies to enable CoM are belt driven starter generator and permanently engagement starter. Both these technologies, however, require modification to additional vehicle components. The conventional pinion-shift-type starter has constant timing between pinion movement and motor rotation. If applied to CoM, the conventional starter risks making a loud noise or suffering serious mechanical damage during pinion engagement into the rotating ring gear of the engine and so is considered as unacceptable. Theses issues can be solved by using a new pinion-shift-type starter, which has independently controllable pinion movement and motor, and starter operation control, which can change the starter operation depending on engine speed. Furthermore, engine speed prediction based on engine rotational energy gives more accurate starter operation control which improves noise and restart response. The new pinion-shift-type starter and starter operation control with engine speed prediction has been fitted to vehicles and the performance compared to conventional starter systems. It is confirmed that engagement noise for CoM restart is equivalent to normal start engagement and that restart response is faster than current starting system with conventional starters. In this paper, details of the newly developed starter and starter control are described, together with performance of the new starting system.

To ensure the normal operation of the vehicle electrical and electronic device system (VEEDS), this paper presented a distributed on-line fault diagnostic method for the VEEDS, and also designed the fault tolerant control (FTC) system for it. All the vehicle electrical and electronic devices (VEEDs) are divided into two classes: backbone device and subnet device, which are connected by the CAN/LIN bus, forming a distributed network. The electrical devices have the function of self-diagnosis, and can feedback the diagnostic information through the bus in real time. There is a central coordinator to receive the state information of all the devices and carry out the fault tolerant control of VEEDS. The distributed fault diagnostic and tolerant control method was implemented on an automotive electrical system, and the test results show that this method is available for the monitoring of the vehicle electrical system in real time, and can obviously improve the performance of the VEEDS whenever faults occur.

The detection and control of nitrogen oxides (NOX) in exhaust gases emitted by combustion engines has been an important subject in the last decades. Regulations of vehicle emissions focus on the minimization of NOX in automotive exhaust gases, particularly in lean combustion exhaust gases. Fast response times and high sensitivity of NOX sensor in lean combustion environments are necessary to meet those regulations. In this paper a new sensing material (In

1.82

Ni

0.18

O

3

nanofibers) was synthesized via a simple and effective electrospinning method. The morphology and crystal structure of the as-prepared samples were characterized by X-ray diffraction (XRD), field-emission scanning electron microscopy (FE-SEM), transmission electron microscopy (TEM), high-resolution transmission electron microscopy (HRTEM) and X-ray photoelectron spectra (XPS). Potentiometric-type NOX sensor based on yttria-stabilized zirconia (YSZ) with In

1.82

Ni

0.18

O

3

nanofibers sensing electrode was prepared and its gas sensing properties were also tested. The results show that large-scale In

1.82

Ni

0.18

O

3

nanofibers with diameters ranging from 40 to 80 nm and lengths of several tens of micrometers were successfully synthesized by this technique. A loose reticular porous non-woven lap structure was formed by many fibers. The results of sensing tests show that the sensitivity ∆EMF of sensor prepared can reach 85 mV for 500 ppm NO, and the ∆EMF is stable. Moreover, the sensor also exhibited fast response time and good selectivity.

Hybrid/Electric Vehicles are expected to be one of the solutions for energy and environmental problems. Up to Now, low power automotive electronics have operated under a battery voltage of 12 V and a large current of more than 10 A. Because of this high current, the power electronic circuits cause substantial losses of power through wire harnesses, a DC/DC converter, semiconductors, and so on. In this paper, we have proposed a novel concept of high voltage auxiliaries, which replaces the 12 V loads with the high voltage loads driven directly by the high voltage battery. It is assured that the power efficiency of the high voltage test system is as high as 94 %, which is at least 10 % higher than that of conventional 12 V blower motor systems.

This paper mainly introduces a harness automobile design case, about a heavy truck small lights power system and the distribution about the improvement of the specific case. Detailed description of the small lights system load power, loop wire diameter, the status quo power distribution structure survey, data calculation and analysis to identify the problems and then propose a variety of improvement programs, through the production process costs, resource requirements, the process of using the logic implementation, security, reliability, design concerns in five trade-off for the program to determine, by experimental verification to ensure that the program improved results. Elaborate on their understanding of the automotive wiring harness design, harness design aim for other vehicles to provide references. Specific theoretical calculations about each loop of wire did not begin due to the relationship of the papers focus.

Research and

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or Engineering Questions

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Objective

: This chapter, based on the technology evolution theory, reviewed present situation of the automobile electronic system technology, based on this prediction that the electronic system in function, structure and new technology development trend.

Methodology

: Using on the S curve and technology evolution method based on TRIZ analyzing theory, also vehicle electronic system of china own brand passenger car, this chapter analyze developing tendency of vehicle electronic system with lamps, instrument, auxiliary parking, bus network.

Results

: Through a systematic analysis, the result of developing tendency of all the electrical and electronic systems is developed.

Limitations of this study

: As in short this chapter, development tendency of complete vehicle electronic system and specification of china own brand passenger car is not fully covered. What does the paper offer that is new in the field in comparison to other works of the author: This chapter analyzes the development of electrical and electronic system, by adopted S curve theory and technology evolution method based on TRIZ theory

. Conclusion

: Through the analyzing S curve of electrical and electronic system, a conclusion can be drawn that the electrical and electronic system will evolved towards platform, intelligent, and integration. The electronic specification of China own brand passenger car still has certain distance behind the frontier, yet still has a huge opportunity of development.

The automotive ECUs is becoming more and more complicated, and so is the fault diagnosis. In order to improve the maintenance quality and efficiency, the paper proposes a fault diagnosis approach based on fault database. By making full use of data stream, we firstly extract symptom vector by processing data steam and pre-processing rules, and then we use the symptom vector to match the fault pattern in fault database, we use the unmatched vector as the test case of C4.5 decision tree algorithm to create the link rules between fault symptom and fault reason, and finally store the rules into the fault database. An example of ETCs is showed to testify the fault diagnosis method. The test result confirm the reliability and validity of this diagnosis method.

Even if the question of manipulation protection is not always widely understood to date among some non-European vehicle manufacturers, this topic plays a particularly critical role among German premium vehicle manufacturers. As soon as the ignition key is turned, a number of electronic controllers (ECUs) start performing authentication queries by means of a challenge-response method (based among other things on the 128-bit AES standard). Both the necessary security keys and the process of data evaluation and processing must be protected from possible attacks. Based on the Secure Hardware Extension (SHE) of the latest 90 nm 32-bit TriCore™ microcontroller generations, the future extension to the Hardware Security Module (HSM) is described for components based on the incoming 65 nm technology. The concept for this enhancement is based on work carried out in the framework of the European research project EVITA (

www.evitaproject.org

). The implementation is being performed by Infineon in close cooperation of its Automotive and Chip Card and Security divisions.

Through research on Chinese and European regulations and the application trends of new electronic and electric technology of automobiles worldwide, combined with the current technology and high cost performance a Chinese domestic brand pursues, the feasible and reasonable electronic and electric appliances configuration and reasonable CAN BUS system are researched and designed. In addition, a set of automotive electronic and electric appliances configuration and the theoretical foundation platform system of CAN BUS application is established. Therefore, the above results shall serve as guideline and reference for the development of new models. Based on development of a new vehicle for Europe market, analysis and research were conducted on the worldwide new technology of automotive electronic and electric system and the regulations and markets in China and Europe; therefore it is understood as to how to apply the advanced automotive electronic and electric system in the world. Furthermore, the reasonable electronic and electric system configuration and CAN BUS technology application were implemented. Thirdly, with test equipment of the OEMs, suppliers and certification authorities, product research, test development, optimization and improvement of electronic and electric system were performed. Therefore, development and design of a certain model shall meet related requirements. Meanwhile, an automotive electronic and electric platform system based on CAN BUS and appropriate for a Chinese domestic brand was established. Currently, a vehicle electronic and electric platform system based on the development of this model has been established, which is used to guide the development of this model at the same time. The system development was completed and put into mass production. Its electronics and electrics meet European regulations, and the vehicle has passed European certification and acquired overseas certificate. Furthermore, the electronic and electric platform established out of the development of the vehicle has been gradually applied in the subsequent development of new models, which will be deepened and optimized in the future. Since it is the first time to discuss, study and set up the vehicle electronic and electric platform in this paper, inconsiderateness and faultiness may be inevitable. The AUTOSAR application on vehicle is also taken into account, while no actual operation or test is conducted due to limited conditions. Thus, further research shall be conducted once conditions are completed. And continuous supplementation and perfection for the platform system shall be implemented in the future. The vehicle electronic and electric platform is firstly established with a Chinese domestic brand, which will tremendously improve the efficiency and quality of the vehicle development. The vehicle electronic and electric platform of a Chinese domestic brand, which is applied in new models, proves feasible. With the expansion of new models and continuous application of new technologies, this platform will need continuous supplementation and improvement.

Advances in wireless mobile communication and cloud computing, the technological development of remote information services of vehicles has evolved rapidly and almost everything in a vehicle is controlled by electronic systems in network, it is possible to provide new kind of Telematics services. This paper provides the current application of 3G technology in automobiles, explores the frontier and prospect of 3G application from the viewpoint of the vehicle OEM. With 3G technology, automobile will develop itself from a simple vehicle to a real-time information receiver and entertainment experience centre, and provide more intelligent, safe, environment-friendly and economical driving experience for the driver. Besides, it will be more easily to be diagnosed and maintained.

Objective

. FlexRay is a new and high-powered bus which is designed to achieve the purpose of “X-by-Wire”, may be one day, the CAN bus will be replaced by FlexRay bus. Although this is a high speed and reliable bus, but it is very difficult to apply this bus in the vehicle. The cost is too high, by now on, only a few top grade cars like Audi A8 and BMW X7 use the FlexRay bus. We are doing the research about how to apply the FlexRay in a low cost and feasible way.

Methodology

. FlexRay is a high cost bus: 1. The FlexRay controller and the MCU which support FlexRay communication is very costly. 2. The software design is very difficult, and there are no uniform guidelines to develop the system. Our research focus on the vehicle network’s strategy, the uniform FlexRay develop standards as well as the tool chain, the uniform diagnostic strategy and software reprogram strategy. We can use the FlexRay bus as a subnet of the vehicle. The important module like ECM, TCM, ABS module use FlexRay, other module like BCM, SDM, IPC use CAN, there will be a central gateway to transmit the signals between the FlexRay bus and CAN bus. If more and more module suppliers can follow our standards, the cost will be low and the system development will be easy.

Results

. Based on the ISO and FlexRay Union’s documents, we have developed some standards for the FlexRay, these standards contains the FlexRay Physical layer standard, the Protocol layer standard, the net management standard, the Communication layer standard and the Diagnostic layer standard. These standards have established main parameter and many other important schemes for the FlexRay bus. The modules which are developed based on these standards can communicate on the same FlexRay bus with no error. We are developing the central gateway module which can transmit the signals from CAN bus to FlexRay bus, these signals contain the cycle signals the diagnostic signals and the programming signals. Use the gateway, we can diagnostic and programming the FlexRay modules through the CAN bus.

Limitations of this study

. We are now designing the entire system and the central gateway module, we have not enough FlexRay modules to do the network testing. We have to use the diagnostic equipment to simulate the entire network. What does the paper offer that is new in the field in comparison to other works of the author: Only few vehicles use FlexRay bus. We will develop a low cost and feasible architecture and network strategy to apply the FlexRay bus in the vehicle.

Conclusion

: Although the FlexRay bus is complex bus, we still can find a low cost and feasible way to apply the bus in the vehicle.

OBD is an important technology for insurance of automotive safety and emission. The requirement for automotive safety and emission is getting higher, so more attention has been paid on OBD technology. The paper presents an instruction to the development of controller diagnostic system based on ODX (Open Diagnostic Data Exchange). According to the property of ECU I/O signals, using this method to build a diagnostic model of BCM (Body Control Module) in a certain automotive. The test results show the diagnostic model based on ODX is easy to embed, and will help OEM or after-sales tool supplier to explore their diagnostic tools.

This paper presents rib design in the rotor of IPMSM to increase maximum power in the field weakening region without variation of PM usage, conductor and size. Rib design is critical issue in the design of IPMSM due to leakage flux of permanent magnet and dominated by mechanical strength, therefore structural analysis should be conducted and minimum thickness should be selected. Rib design also affects to the inductance and saliency ratio and results in the variation of the field weakening performance and output power. With determined rib thickness, motor parameters and other motor characteristics according to rib length are presented in this paper. By redesigning rotor ribs, 6.2 % of increased maximum power in the field weakening region is achieved. Finite element analysis (FEA) and equivalent circuit analysis (ECA) are used for parameter and performance estimation.

Electrical Power Steering (EPS) is designed to use an electric motor to reduce effort by providing steering assist to the driver. EPS have advantages which are economical and eco-friendly compare with hydraulic power steering, because the power steering oil is not used and efficiency of vehicle increased to 3~5 %. Since EPS is connected to handle of vehicle, acoustic noise and vibration have an effect on the driver directly. So study on the acoustic noise and vibration reduction of EPS is proceeding. In this paper, acoustic noise and vibration reduction of motor are generated by electro-magnetic exciting forces between stator and rotor. The magnetic noise is defined as noise generated from vibrations due to electro-magnetic exciting force. The electro-magnetic exciting force affect on stator yoke, and the acoustic noise and vibration of motor generated by deformation of stator yoke. In order to consider mechanical characteristic, the natural frequency mode of stator is calculated using FEA to avoid resonance. In order to verify proposed method, the proto and improved model are manufactured and experimented.

The chapter discussed the method of power distribution of passenger vehicle, and indicated the key points of power distribution. Via analyzing the property of electronic and electrical parts in vehicle, we ascertain the load characteristics of electronic and electrical parts, define the load types of different electronic and electrical parts, define the application strategy of fuses and the original power distribution draft. According to the numbers and power of load, calculate the capability of fuse and choose the type of fuse. Then, via the capability of fuse, calculate the diameter of wire connecting with the fuse. Finally, summarize all the information to design the particular power distribution drawing. The process method and key points of power distribution discussed in the chapter are based on an economical car of FAW R&D Center, and the design result is validated by the economical car. The chapter mainly discussed common fuse and wire diameter selection, did not contain some special fuse such as main fuse selection principle or contain the layout and number of fuse. Nowadays, there’re few articles about the power distribution study. However, this chapter discussed the power distribution systematically in order to assist the design of power distribution and guide the engineering design of power distribution of passenger vehicle. Power distribution is the key point of electrical system design. The chapter discussed the process, method and key points of power distribution. It is verified by an Economic car. This chapter discussed the power distribution in order to assist the design of power distribution and be helpful of the engineering design of power distribution about passenger vehicle.

With the ever increasing complexity of automotive E/E (Electrical and Electronic) systems, model-based development techniques have been more and more widely used in the current development process of automotive embedded control software. Regarding the safety–critical automotive control systems with hard real-time characteristics, modeling timing and resource related performance and carrying out timing analysis for the control software at an early design stage play a crucial role to guarantee the quality of software as well as improve the cost-efficiency.

The global motor vehicle production is rising steadily year by year. These vehicles have an increasing amount of electronic components and associated control software. As a result, the control software development becomes a key aspect and time consuming part of the design.

The number of software supported systems in vehicles is constantly growing. All carmakers have more or less problems to handle the high number of software functions. Because, traditionally, each function is implemented by a separate control unit, also the number of control units has reached a tremendous level. The key points to master this situation are reusing und integration of functions. The AUTOSAR standard supports both approaches by defining standardized interfaces for software components. This chapter describes the approach to develop software components along the well-known V-Model. All process phases, from the analysis phase to the test phase of the function oriented development process are shown. Furthermore, all tools supporting the different phases are demonstrated.

Bosch is developing an all new, scalable, and powerful platform of electronic control units (ECU) for powertrain control; launch date will be end of 2014. With this, Bosch will introduce a new powerful microcontroller generation from three different suppliers with multi-core technology which will fulfill future demands with regard to computational power. Besides this and several other innovations in hardware, Bosch will introduce a fully Autosar 4.0 compliant base software and step-by-step an Autosar 4.0 compliant application software. Our customers will have a chance to realize a seamless transition to the new ECU platform and introduce Autosar on individual timescales. Other functional enhancements will, for example, be in the field of vehicle-wide energy management. With MDG1 not only innovations in hardware and software will be introduced but in the area of processes as well. We will introduce IT standards in order to improve efficiency particularly with the integration of customer software (software sharing) and model-based development for the application software. This will bring the development efficiency—particularly for the cooperation with our customers—to a new level. With the new MDG1 Bosch will set a new standard in the market.

Developing vehicular distributed applications faces many challenges because most of them apply their specialized communication protocols and technical standards. We propose Context-Aware Middleware for Vehicular Applications (CAMVA), which can react to around environments adaptively and timely. CAMVA uses components based design pattern, and is optimized a lot in terms of vehicular complexity and special requirements of vehicular applications on security and immediacy, by which software programmers can develop and deploy vehicular applications quickly and reliably through assembling, plugging and articulating the existing components even though they are not familiar with the bottom details. CAMVA is located between application level and operation system level, and is composed of collection layer, core layer, running layer, component container, and component library. CAMVA realizes context-aware ability and supports complex vehicular environments. CAMVA behaves better in immediacy, expansibility, static configurability, and dynamic adaptability aspects, so it can achieve strict requirements of intelligent vehicles on middleware.

An accurate estimation of vehicle mass is important in automation of vehicle, vehicle following manoeuvres and traditional power train control schemes. It is easy for four-wheel-hub electric motor to get accurate speed signals and torque signals. Based on this feature we introduce a new algorithm for electric vehicle online-mass estimation by decoupling vehicle mass and road grade. In the Matlab/Simulink simulation environment we establish the new estimation algorithm model and an 18 degree of freedom vehicle model. We analyze the accuracy of this online-mass estimation method by changing the value of different parameters respectively, for example, different masses, different rolling resistances… This new mass estimation method is fast and reaches a high accuracy without extra sensors.

Considering the need for constantly updating user code during developing Vehicle Control Unit (VCU), the special code update process (Bootloader) which consults embedded system bootloader technology is designed in this chapter. The chapter first introduces the basic principles and work process of Bootloader, and then described the specific design and implementation of Bootloader software of the VCU-side and host-side. Experimental results show that the Bootloader boots the application accurately and implements application’s downloading and upgrading exactly and easily.

Code generation for Simulink model is widely used in the development of vehicle controller. In traditional way, only the code of vehicle control model can be generated automatically by Real-Time Workshop. So programmers have to handwrite code for peripheral device drivers. The objective of this study was to develop a custom driver blocksets to support I/O devices on high performance 32-bit MPC5644A microcontroller. Furthermore, to fulfill modeling, code generation, compilation and downloading all accomplished “at the touch of a button”. This method is used and tested in the development of electric vehicle controller, which saves time and money greatly.

The research and development status and the facing problems for Powertrain ECU control software are analyzed in this chapter. By the study of the characteristics of today’s mainstream software development process, a suitable software development process has been proposed which fits the specific characteristics of powertrain ECU control software. In this process, model-driven development method, off-line simulation, rapid control prototype and hardware in the loop simulation are integrated. The various stages in the process, the requirements of software documentation and related activities are described in details. And the chapter is also discussed the characteristics of this process from the point of view: to improve controllability, maintainability and quality of software products during the process of research and development.

The develop method of combining modeling together with the V-model process has been the main stream of automotive electronics software development internationally. This method is more effective and better for the complicated software. In the practice of modeling development based on V–model process, for some non-logic design process, such as the drawing of framework model, the connection to upper layer, the build of simulation environment and integrating the model code will occupy a lot of working hours. All these steps seem discrete but they are interdependent and interact to each other. Analysis shows that the variable and software architecture are the main thread running through the entire modeling process. So a unified database is established to manage the main thread, and more, a tool named MCON is developed for modeling process automation. Practice has proved that the MCON can improve development efficiency a lot, and it can fully support the modeling process automation.

A model-based design for the electronic control unit of an electric motorcycle is proposed. In recent years, in-vehicle systems have been distributed, and embedded software for controlling these systems has been steadily increasing in complexity and size [

1

]. Furthermore, because environmental pollution regulations have become stricter, research on green cars like HEV(Hybrid Electronic Vehicle) or EV(Electric Vehicle) are progressed actively in the automotive field. For these reasons, it is essential to prepare for the increased use of electric motorcycles by analyzing HW(Hardware) or SW(Software) platforms applied to vehicles, and developing appropriate integrated ECUs (Electric Control Units) for electric motorcycles. We have developed a system using MBD(Model-Based Design) in MATLAB/Simulink on an integrated ECU. Each function is designed as graphic blocks. Developers can easily design systems using modeling. Eventually, pre-verification will be achieved through rapid prototyping and simulation, which will have a decisive effect on reducing the time and cost of development.

The precise control of rail pressure in GDI engines is an important issue. To reduce the workload of calibration and enhance the robustness in automotive product development process, a model-based controller design method is presented in this paper. A control-oriented fuel rail system nonlinear dynamics model, involving the high pressure pump, the fuel rail and the injectors, is established. The backstepping technique is used to derive a nonlinear rail pressure controller for the simplified model. The simulation results with MATLAB/Simulink demonstrate the effectiveness of the proposed control scheme, and control precise and response satisfy the design requirements.

In order to fulfill requirement of Euro V regulation and meet the high reliability and performance requirements, the On-board Diagnostics (OBD) software architecture of turbo-charged GDI engine is redesigned, the analysis and improvement of OBD reliability and performance based on software structure are described in this chapter, the main factors have been taken into consideration.

Research Objective

. This chapter explains the resonance mechanism in automotive power electronic products and how resonance affects EMC performance. Power electronic products consist of a printed circuit board (PCB) and some connecting parts, such as bus bars, all enclosed in a metal case. The PCB pattern and connection parts have self-inductance (L). Stray capacitance (C) is formed between the PCB and metal case. These L and C form an unintended resonance circuit that lowers EMC performance. This chapter describes the resonance mechanism in motor controllers, and how it affects both immunity and emission tests.

Methodology

. A product controlling motor rotation speed was tested at 1–400 MHz based on bulk current injection (BCI) test standards. The frequency at which the abnormality occurred and the motor rotation fluctuation were recorded. Next, the resonance frequency was measured at the connector using a network analyzer. Comparing the BCI test result with the measured resonance frequency showed a relationship. Then, by measuring the magnetic field of the PCB surface, the resonance location was identified. It was assumed that the PCB pattern, bus bar, and metal case formed an unintended resonance circuit. Therefore, we modified the PCB pattern shape to change the stray capacitance between the PCB and case, confirming changes in the resonance frequency and BCI result. Finally, a dumping resister was added to suppress the resonance and its effect was confirmed. In addition to BCI, we investigated conducted emissions and confirmed the relationship between resonance and emitted noise from a product.

Results

. The investigated product was abnormal at 50–58 MHz on the BCI test, and the measured resonance frequency matched at 56 MHz. Meanwhile, the resonance location measured magnetically was around the PCB ground pattern and bus bars. The parts’ self-inductance was estimated at 70 nH. Similarly, the stray capacitance between the PCB and case was estimated at 100 pF, indicating a resonance of around 60 MHz. Supporting this was an unintended resonance circuit, which affected the BCI result. By adding a dumping resister between the ground pattern and case, the resonance was dissolved and the BCI abnormality disappeared. In addition to BCI, we tested conducted emission using another product. Even though the switching devices had no ringing waveform, a resonance of 120 MHz was observed at the connector. This worsened the emission level. We improved the emission level by adding a dumping resister.

Conclusion

: The self-inductance of the pattern of PCB, bus bars and stray capacitance between the PCB and metal case generates unintended resonance, creating a close relationship to the EMC test results. In BCI, the ground impedance increased in resonance and caused instability in the products. With conducted emission, the harmonic noise from the switching device was amplified by the resonance. As mentioned above, the unintended resonance circuit lowers EMC performance. Diminishing the resonance with a dumping resister improves the EMC performance of the products. It is important to strive for a design that creates no resonance.

We use MOS tube as a control element, which decides on–off of current flow, to solve the problem of contact ablation in 24 V power window switch,the relay enclosed in switch is only to shift the direction of current flow, MOS tube is precedent in controlling on–off of current flow than the relay, which itself doesn’t participate in the control process, Without electric spark in the contact, the durability of relay is improved, Switch without contact is realized.

The ignition control system is the critical Electromagnetic interference source in automobile, and the transient voltage in primary circuit loop attacks the accumulator and interferes with the ECU or other electronic devices by power cord, and simultaneously the high frequency spark noise caused by spark plug may produce radiated noise which affects the electromagnetic environment inside and outside the automobile. Lots of vehicle manufactory are faced with the problem that the EMI testing value exceeds the threshold value. It is an urgent need to research the ignition system electromagnetic compatibility and seek the ignition system EMI suppressing method for enhancing the vehicle EMC. The objective of this study is to analyze the ignition system EMI formation mechanism and its effect for electromagnetism environment inside the vehicle, then taking effective suppressing measures to optimize ignition system EMC design. This paper simulates the ignition primary circuit transient current and voltage in EMC simulating software by analysing the working principle of gasoline engine ignition system and the formation mechanism of ignition system EMI. This study establishes secondary coil circuit loop spark plug discharge modle, the high voltage wire is equivalent to antenna, the electric field EMI distribution inside vehicle has been worked out, and then it researched the electromagnetic environmental effect of high-voltage wire position, length, working frequency and load impedance. The radiated electric field distribution is acquired by establishing vehicle body, antenna model in the Simulation Analysis. The longer length the high-voltage wire is, the stronger the radiated noise is. The height of wire from ground has little effect on electric field intensity, working frequency is higher and the radiated noise is stronger. These studies provide judgement basis for the optimization of electronic equipment installation position. This paper analyses the reason of ignition system EMI and electromagnetic environmental effect, and gives suggestion for susceptive electronic equipment installation. An important limitation of the current study is our study can’t include all ignition system problems, and some problems need to be discussed further; more convenient vehicle body modeling methods and spark plug noise suppressing methods need to be researched further. It is a new study of analysing ignition system EMI, establishing math model and analysing the effect of susceptivity equipment for electromagnetic environment. At present, most of car manufactories mainly focus on electromagnetic noise testing, so the simulating researching of ignition system disturbance characteristic can improve automobile overall EMC design. The research result indicates: making use of damp high-voltage wire, resistance type spark plug and shielding method for ignition coil and high-voltage wire can reduce radialization disturbance, but sometimes various suppressing measures will be taken.

A new method for improving radiated emissions of automobile spark-ignition system is proposed. This method realizes automatic optimization design of automotive spark-ignition system with EMI simulation models and optimization algorithm in which it takes the models’ parameters as optimized variables and radiated emission as optimized object to automatically simulate and seek better models. A new optimization algorithm called improved micro-genetic algorithm (I-MGA) is also developed to promote the optimization efficiency and speed. The results show that the performance of I-MGA is more superior to other optimization algorithms and combined application of numerical simulation technology and I-MGA can be effectively used to improve the radiated emission of automotive spark-ignition system.

Base-driven whip antenna is negatively affected by metallic car body seriously because car body plays a role of radiating portion of the antenna. The overall goal of this study is to analyse some important electromagnetic characteristics of whip antenna mounted on the vehicle. In this paper vehicle electromagnetic modeling based antenna modeling was presented. Whip antennas installed on different positions in the modeling were analysed based on method of moments (MoM) with the purpose of showing the impact of the car body on the performance of the whip antenna. The optimal antenna location was determined by performance of antenna coupling S-parameter and radiation field gain direction figure in given frequency band. Through the analysis we can know that the optimal location of the whip antenna is the middle of the top part of car body. It can get good performance both omni-directional work and radiation power. Another area of interest is the value of coupling between two antennas. The study showed that antenna coupling degree is determined by distance of installation position and dimension of an antenna.

Buck-boost converter is an important component of electric automobile, it is an important interference source in electric automobile, the study of the interference source is very important to restrain interference. The buck-boost converter in continuous conduction mode (CCM) is established by using circuit simulation software PSPICE. According to the request of GB18655-2002, the simulation study on common-mode conducted interference,differential-mode conducted interference and far-field radiated interference of buck-boost converter are given. The common-mode current radiation of buck-boost converter is simplified as an electric dipole radiation mode and the differential-mode current radiation is simplified as a rectangular loop antenna. In order to improve the electromagnetic compatibility of buck-boost converter in electric automobile, some measures to reduce the conducted interference and the radiated interference are proposed.

A study on electromagnetic interference restraining of electrical vehicle motor control system is presented. The reason why the motor control system would generate electromagnetic interference, the propagation ways and the hazard of electromagnetic interference are presented in this paper, through analysis of the structure and control strategy of motor control system. And it takes corresponding technologies to restrain electromagnetic interference, such as the selection of power devices, system grounding, electromagnetic shielding technology, filter isolation technology, mechanism design, and cables reasonable distributing. The results of electromagnetic emission test of electrical vehicle motor control system show that the motor control system designed by electromagnetic compatibility (EMC) technology has good electromagnetic interference restraining performance.

In this paper, a new vehicle sideslip angle estimation based on GPS is proposed. Course angle obtained from GPS receiver can be utilized as one measurement for estimation design, together with the yaw rate from gyroscope. While yaw rate is sampled every 1 ms, the sampling time of course angle is much longer (200 ms). During inter-samples (between two updates of course angle), the conventional estimation method relies upon only yaw rate measurement. In order to enhance the estimation accuracy, multi-rate Kalman filter with the prediction of course angle measurement residual during inter-samples is designed. Experiments are conducted to verify the effectiveness of the proposed algorithm.

In order to detect many types of gases (CO

2

, NO

x

, SO

x

, C

2

H

5

OH) in the automotive cabin by infrared absorption sensor, we developed a novel micro electro mechanical systems (MEMS) based Fabry–Perot spectrometer with an ultra wide wavelength range (3.20–8.40 μm) compared to previously reported spectrometers (typically 2.80–5.80 μm). The wavelength range of a Fabry–Perot spectrometer is known to increase by increasing the ratio of the refractive indices of the multilayer mirrors. Thus, a novel mirror structure was proposed replacing the low refractive index layer of SiO

2

(n

L

= 1.44) with “air (n

L

= 1.00)” for a wider wavelength range. To fabricate the proposed structure, the internal stress of the four ultra-thin polycrystalline silicon films (ca. 320 nm) was controlled tensile by the deposition temperature. A gas sensor was fabricated using our developed spectrometer. It was found that the sensor detected CO

2

and C

2

H

5

OH successfully.

The dynamic characteristics of multilayered piezoelectric actuator (MPA) are analyzed by using the Finite element method (FEM) and experimental methods. The results of FEM show that the resonant frequency of expending mode is 38.5 kHz. The result of impedance analysis is 68.75 kHz and the result of sine sweep method is 7 kHz. The Comparative analysis of FEM and experimental results shows: the Resin encapsulation structure which is not considered in finite element model affect the accuracy of the analysis result; the impedance analysis method has a high accuracy for the test of; the power limit of voltage source and the capacitive characteristic of multilayered piezoelectric actuators lead to a fast decrease of displacement amplitude.

Permanent magnet synchronous machines (PMSM) are widely used in the automobile industry (E.g. EV&HEV, EPS). However, an important problem of PMSMs is that its parasitic torques may degrade the performances of the drive system. In the vehicle, they bring uncomfortable feelings to passengers. These torque ripples generally vary periodically with the rotor position and lead to speed ripple. To suppress these speed ripples, an iterative learning control (ILC) is used, because it is a good candidate for dealing with periodical errors. In this paper, a new technique called “intelligent sensor bearing” is proposed and analyzed. Compared to the existed torque ripple reduction approaches which implement the current compensation calculation in the controller, this technique is realized by modifying the feedback speed information of sensor. ILC is integrated into this technique for computing the modified speed information. Simulation and experiment are used to check the effectiveness of this approach. Results prove this intelligent sensor technique has a good performance.

LIN specification V2.1 defines a diagnostic method of LIN slaves. According to this method, the diagnostic messages are communicated between diagnostic tester and LIN slaves by using LIN master as a gateway. However, this method is not suitable for the transmission of mass data because it will cause high network load of the backbone bus and reduce the transmission efficiency. In this paper, two new diagnostic methods of LIN slaves are introduced. The gateway function of LIN master is eliminated in both methods to realize the direct communication between diagnostic tester and LIN slaves. As a result, the impact to the backbone bus is minimized. Moreover, two simulation diagnostic systems are built in CANoe environment to prove that both methods are realizable.

With the development of vehicle electronics, the problem of strong coupling and poor generality of vehicle electronic control products become more significant due to the closed-loop control mode of the vehicle electronic control systems. According to the trend analysis of the future development of Vehicle Electrical and electronic by using s-curve and nine-screen method of the TRIZ, vehicle network control system, also referred as VNCS is not only an important way to solve the above mentioned problem, but also an important trend for Vehicle Electrical and Electronic development. Since the basic theory and model of VNCS have not fully developed yet, the methodology of research and design of VNCS still need to be further studied. In this paper, according to vehicle electrical and electronic features, the theory of industrial network control system and communication system model is introduced to build up the vehicle network control system model, furthermore, vehicle network control system model based on CAN and FlexRay are simulated and analyzed. The research results indicated that, real-time performance of vehicle network control system model based on FlexRay is better than which based on CAN. At the same time, with the separation f vehicle control system sensors, actuators and controllers, the diversification of the system functions is increased, which is an effective solution for the problem of strong coupling and poor generality of vehicle electronic control products. This research provided guidance of basic theory and design for VNCS, and also forecasted the future of vehicle network control system development prospect.

With development of vehicle electric/electronic system, vehicle harness is rapidly increasing, and connection between them is more complex and disordered. Therefore, it becomes badly essential to globally monitor electronic/electrical devices’ statues and fault diagnosis in real time, to ensure vehicle’s usage safety. One sample vehicle, with few intelligent devices, cannot gain the real-time state information of the overall electronic/electrical devices, let alone realise the whole vehicle’s state monitoring and fault diagnosis, which brings great security risks. Arming at the sample vehicle’s problems above, the writer reforms it into an intelligent electric/electronic system, and presents a reformation method based on modularization. According to characteristics and function requirements, all the traditional electronic/electrical devices are classified and developed into smart ones respectively, unified and standardized. With this proposed method, all 63 electronic/electrical assemblies are intelligentized, and achieve communication and information sharing. With every electronic/electrical device’s real-time statue and fault diagnosis information, the whole vehicle system is in total supervisory control, and the sample automotive safety is greatly improved. The feasibility of the method is verified by tests.

The number of active safety sensors in an automotive system is increasing exponentially. However, there is no international standard or de facto standard for active safety sensor networks. Therefore, each sensor manufacturer uses a different network protocol and makes vendor-specific command protocols for their sensors. This makes active safety sensors difficult to use and increases the development costs for intelligent automotive systems using active safety sensors. Thus, we propose an Ethernet-based integrated network protocol for solving the above problems. The proposed network protocol includes a physical layer, a data link layer, a communication layer, a service layer and an application layer. To verify this proposal, we implement an embedded system that supports the proposed network and measures the synchronization performance and cycle time.

The need for better technologies and features prompted vehicle manufactures to use specialized hardware devices in vehicle. Improved functionality as always comes with increased cost. Manufacturers look at giving better functionality at reduced cost. The driver information and entertainment features in the vehicle are closely in line with consumer electronics, which is growing at a very fast rate than the vehicle. It is always better to provide the connectivity to the consumer devices. One good alternative in In-vehicle infotainment is using a tablet in place of traditional inbuilt mechanism. The tablet will provide the technology advancements in the area of entertainment, connectivity and a development environment, on top of which the OEM can trademark their infotainment system. Present embedded systems on vehicles are developed to address the safety and not security requirements. But connecting third party equipment to the vehicle system causes serious security concerns. We need a full proof security mechanism for connecting tablets to our vehicle network. This integration could also pave way for a new business model in the automotive industry, something on the lines of “App Stores”. Any application from the OEM store can be downloaded and installed in the vehicle. This paper proposes architecture for secure tablet integration in automotive network.

AUTOSAR and OSEK/VDX are automotive software platforms; OSEK/VDX is widely used, and AUTOSAR is newly developed. Currently, the world’s leading automotive companies that are participating in the AUTOSAR consortium are executing a migration plan to AUTOSAR from OSEK/VDX. In the migration process, AUTOSAR-based devices and OSEK/VDX-based devices can be used simultaneously. However, some problems can be caused by the difference between the two platforms. One of them is incompatible network management modules. In this paper, we solve this problem by applying AUTOSAR NM on OSEK/VDX. We analysed the two network management modules, and we implemented AUTOSAR NM on OSEK OS. Finally, we applied this system on a real embedded system for verification.

Recently, LIN, CAN, and Flex Ray have most often been used in In-Vehicle Networks (IVNs). Automotive manufacturers are applying active safety systems, Infotainment devices, entertainment devices, etc., and those systems communicate large amounts of data. However, CAN or Flex Ray cannot handle a large amount of data with real-time performance, so applied research on Ethernet as an alternative to the existing network of IVNs is actively underway. In recent research, many manufacturers have studied Switched Full Duplex Ethernet (SFDE). However, SFDE supports few network topologies and is expensive for implementing in networks. Ethernet Power link (EPL) is presented as an alternative for SFDE field bus network protocol based on Ethernet. The protocol stack of EPL is open source, and it supports standard Ethernet chips (not ASIC). Also, EPL guarantees high real-time performance and supports various topologies. The performance of EPL is analyzed and its suitability for Ethernet in IVNs is evaluated.

Automotive manufacturers are trying to replace mechanical control systems with electronic control systems. Steer-by-wire and brake-by-wire systems are among those to be replaced. As a result, Electronic Control Unit (ECU) usage is increasing sharply. The In-Vehicle Network (IVN) is more complex now than in the past, and the amount of communication data is increasing rapidly. Many kinds of network protocols (LIN, CAN, FlexRay, MOST, Ethernet) use IVN. Therefore, a flexible gateway embedded system is both important and necessary. The gateway embedded system can improve IVN reliability and compatibility. This paper presents a CAN, FlexRay Gateway Embedded System with function actively handling CAN messages. This gateway has specific functions of automatically reducing CAN frame overhead and relieving CAN bus traffic, yield many advantages for the real-time performance of the IVN.

To improve the network communication reliability, the influence of ECU power supply and location on network architecture is analyzed in this chapter and some scenarios are presented. For ECU power supply, the network with KL15-ECUs and the network with KL30-ECUs, and the network mixed KL15-ECUs and KL30-ECUs are evaluated separately according to network management and physical layer characteristic. The relevant requirements for the network architecture are obtained for different scenarios. For ECU location, some ECUs will result in risks for the network communication during collisions. In this study, adaptive cruise control (ACC), and active frontlight system (AFS) are analyzed. The corresponding optimization solution is given by designing separated network architecture. The results are applied to a C class passenger car successfully.

This paper studies new innovative infotainment software architecture for the development of next-generation infotainment system. Hardware independent design rule is developed to support mainstream hardware in the market. Native Application Framework is developed for the architecture that allows native app executives to be grouped and configured to meet the different system feature requirements. Ethernet based communication methodology is designed for flexible extension of system modules. Study shows that this software architecture helps to shorten the development timing and dramatically reduce the cost.

In recent years, with a growing number of intelligent electronic modules applied in automobile, the design of automotive wiring harness is becoming increasingly complicated. The Full Electronic Automobile are designed with the original design idea of the invariant wiring harness network, which bring about the design’s total universalization of the whole car wiring harness and connector. It enables that the same harness and connector perfectly be applied to all cars. More importantly, it decreases the weight and the cost of the single car wire in a large degree.

Research and/or Engineering Questions/Objective

: The dynamic performance of an electric power steering system (EPS) is deteriorated by the inertia of assistant motor. To improve the dynamic performance of EPS, it is necessary to compensate the motor inertia. Therefore, the angular acceleration of the motor rotor is needed. Generally the angular acceleration signal is derived from the differentiation of the estimated angular velocity signal in brush DC motor, which is much complex in brushless motor. Therefore this chapter attempts to obtain angular acceleration signal from the torque signal.

Methodology

: The angular acceleration signal of the assistant motor in an EPS can be obtained from the angle sensor or the torque sensor embodied in the system. The dynamic equation of the steering system was analyzed and the block diagram of inertia compensation was established. This chapter deduced the transfer function from the torque signal to the angular acceleration signal so as to compensate the rotor inertia. Later on, the compensation effects of the two compensation methods were compared based on the EPS bench model and the influence of the related parameters on the dynamic performance of EPS was analyzed.

Results

: The angular acceleration signal cannot be derived from direct differentiation of angle signal because of the amplified noise, while the angular acceleration derived from torque signal is much more reasonable. And the dynamic performance of the steering system is much improved with inertia compensation.

Limitations of this study

: A main limitation of the current study is the acquisition of the parameters included in the transfer function. If this method is put into practice, the related parameters of the steering system should be available.

What does the paper offer that is new in the field in comparison to other works of the author

: The deduction of transfer function from torque sensor signal to angular acceleration signal so as to fulfil inertia compensation is new in this chapter.

Conclusion

: The influence of the rotor inertia on the steering system increases with the increase of the moment of rotor inertia and decreases with the increase of assistant ratio. The method of deriving angular acceleration signal from torque sensor included in EPS can obtain good effect, and the dynamic performance of the steering system is much improved with inertia compensation.