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This paper describes an image processing method for recognizing white lines on the road ahead to accomplish automatic lane tracking. The behavior of detected points on the white lines can be regarded as multi-channel time-series data. The stochastic behavior of each point correlates with not only its own past behavior but also the behavior of other points around it. Behavior is identified by using a multi-variable auto-regressive (AR) model. This method can estimate the road configuration ahead logically even if the points cannot be detected clearly because a line is discontinuous or is hidden by a forward vehicle.

The development in electronics for automotive application shows a high speed of improvement over the last 20 years regarding downsizing of all components. This could be achieved despite the harsh environmental conditions we find in vehicles, especially in the engine compartment. Big changes have always required the development of new technologies regarding the production of electronic components. The paper shows technologies which are right now under development to allow the next steps regarding downsizing as well as some examples of possible applications. There is also information regarding the current obstacles for improvements beyond this point as well as basic ideas how to overcome some of them.

Why DSP? What makes a digital signal processor (DSP) different from other processor architectures and what impact will the DSP have on the automobile? The answer lies in the algorithms they are intended to run. Digital signal processing is the discreet time sampling of a continuous signal, discreet processing of the signal, and outputting the resultant signal. These operations can be implemented with a calculator and scratch paper, a microcontroller, RISC engine, or a DSP. The parameters of interest are how quickly the answer is required and the determinism of the answer. A DSP is specifically designed to implement digital signal processing algorithms. This paper will investigate DSP algorithms, how the DSP is architected to implement these algorithms efficiently, and the impact DSPs will have on the automobile.

As technology advances, it is possible to present the driver with more information and communication options than ever before. Intelligent transportation system products will make new and additional demands on the driver's attentional and cognitive abilities. Today, in-vehicle cellular phones and faxes are common, and soon wireless communication with the Internet and various other forms of specialized information will be available to drivers as well. The challenge is to develop a human-machine interface (HMI) that is beneficial yet simple and easy to use as more demands are made on the driver. This paper provides guidance in utilizing human factors properties to ensure simplicity and prioritization of tasks in HMI development

The development of electronic control systems has become a critical issue in the automotive industry. Rapid control prototyping (RCP) and hardware-in-the-loop simulation (HIL) are important technologies for speeding up the development process. They have already established themselves as viable technologies, albeit not everywhere yet. One big gap in the development process, however, is the transfer from RCP to a target ECU with all its limitations, and upcoming tools are expected to bridge that gap. With major obstacles being removed by the tool-based development process, the focus is shifting to streamlining the process and making it seamless, from requirements analysis right through to the finished production ECU.

Flat panel displays for automobiles are facing a new era with the development of navigation systems. As navigation systems become more important as driver's assistance devices, development of birds-eye-view and 3D displays continues, as well as improvements for larger display screens and higher mounting positions. In response to the progress of mobile multimedia technologies, demands for larger display screens and larger aspect ratios have been increasing. Significance for improvements to anti-glare features or view angles has increased as they provide better visibility and the increase layout options. The use of human machine information interaction, which interfaces visual, audio and tactile senses, makes it possible to realize safer, more convenient and comfortable multimedia era vehicle

Human interfaces are proliferating in vehicles due to increasing convenience features and information systems. Development of simple and safety conscious interfaces are necessary for driver operability and enjoyment. Two emerging technologies enabling new approaches to human interfaces are: 1. Information network systems (INS); 2. Interactive voice systems (IVS). The INS supports the effective combination of multi-function switches and multi-function displays configured through software and enables optimum location of such devices separate from the information or entertainment units themselves. IVS adds another dimension to human interface design as a "hands-free, eyes-free" safety conscious interface for many applications. Th paper describes the methodology and the effects of interactive and multi-modal HI by integrating IVS and INS in an optical information network that achieves efficient and simple vehicle/human interfaces.

Until recently, the user experience in the automobile consisted of driving and listening to the radio. With recent advances in wireless communications and speech recognition, however, the possibilities for information access in the automobile have expanded tremendously. We describe our voice recognition technology and how it enables convenient voice interaction with information from the Web, E-mail, voice mail, and electronic map services. We also describe recent advances we have made in our technology to operate robustly in the harsh environment of the automobile. With these advances, we foresee driving in the future becoming much more safe, productive, convenient, and fun.

This paper discusses the feasibility and issues associated with integrating a consumer off-the shelf product into a vehicle. For this evaluation, we selected a handheld personal computer (HPC), cellular telephone and modem to integrate with the vehicle audio, climate and system controls. Connectivity between the HPC and the vehicle is established by the use of the standard infrared serial data link that comes with the HPC. Connectivity outside the vehicle uses a cellular telephone for voice and a cellular digital packet data (CDPD) modem for data. This system is built into the Dodge ESX-2 hybrid powered concept vehicle for demonstration.

In the past few years, car navigation and cellular phone system are rapidly increased in Japan and vehicle information and communication system (VICS), the public traffic information service started in 1996, accelerates realization of ITS world. This rapid movement causes drivers to want more information on not only traffic jam but also other versatile items like parking availability, weather report and the latest news, etc. via cellular phone network. This paper describes the on-demand information service with the interactive human interface by operators and the development of the information center and the in-vehicle system to realize it.

In this paper, the claim is that the information available in the passenger vehicle can be viewed as biased towards entertainment as opposed to vehicle handling. To support this claim, I discuss first a simplified description of driving behavior: street driving can be thought of as a highly complex task comprising two principal aspects: vehicle control (VC) and everything else (EE). I then propose ways to adjust the information bias of the vehicle in favor of VC and discuss concrete examples of work: vehicle control gauges, rear speed display and the ESX-2 Concept Car. However, my view is that the information bias problem is not so much a "technology" problem as it is a "knowledge" problem. The vehicle control aspect of street driving appears inadequately respected and, consequently, inadequately articulated.

The new generation of intelligent transportation systems (ITS) for the car is bringing fundamental changes in the life cycle of in-vehicle electronics and the vehicle as a whole. The first change is a trend toward an application suite in the car in which general purpose and function specific devices will be interconnected via an in-vehicle databus. The modularization of devices, their simple interconnectability, and the existence of software for central application management means that application-oriented in-vehicle functionality can be expanded, updated, enhanced, and reconfigured throughout the life of the vehicle. Second, a significant component of many in-vehicle ITS products is the map database that helps to determine vehicle location and route guidance. Unlike most in-vehicle components, the map database must be periodically updated in order to remain effective. This is not the same as changing the oil; oil is essentially fungible and has a long shelf-life.

Alternative powered vehicles, such as HEVs, and fuel cells may provide outstanding performance in the area of fuel economy and/or emissions, but they are expensive due to their technical complexity. This paper discusses the possible strategic choices facing the carmakers in Europe, Japan and the USA when selecting the appropriate optimum between content and cost to guarantee a successful market introduction of the alternative vehicle.

The rapid growth of information technology has the potential to affect many of the reasons why people drive. The Internet is arguably the most significant recent milestone in the growth of information technology. This paper examines the ways Internet communication might affect the travel experience by a) eliminating traditional reasons for personal travel, b) providing new reasons, c) changing the balance between personal and freight travel, and d) changing trip length distribution. Changes of the types listed could affect the product demand "mix" for electric, hybrid-electric and fuel cell vehicles being developed.

As the new generation of RISC powertrain MCUs propagate through the automotive development cycle, there will likely be more difficulty in debugging the ECU reliably and efficiently. Simply stated, there is less support for the development process in the new high-performance single-chip RISC MCUs, which could create critical and costly delays in the development cycle. Additionally, as powertrain MCUs continue to evolve, superscalar or multiple-issue RISC implementations may be used as the central processor. With the capability to issue multiple instructions in one clock cycle, this will only magnify the development support problem. Thus it is essential to address this impending problem with a strategy that both automotive and tools developers can agree. A strategy for development standards is presented in this paper, and a new powertrain MCU development interface standard is proposed.

This paper deals with fleet management systems and the means to integrate new communication and computer technologies to improve transportation companies efficiency. It focuses on the integration of embedded electronic systems for communication and data management through the use of on-board computers, taking the point of view of the truck manufacturer. It introduces the idea of making the vehicle a nod of a complete communication network. After briefly presenting fleet management problematic and some of the major existing solutions, it analyzes how new technologies can be integrated and what major advantages they would bring.

The growing development and use of on-board electronic devices in motor vehicles have increased the need for advanced diagnosis. In parallel, information channels are now at disposal for communication between the car and the outside world for comfort and safety applications. This paper aims in a first step at presenting the emerging needs in electronic car remote diagnosis, and a state of the art in the various telecommunication technologies; in a second section, it aims at studying possible applications of telediagnostics, as it takes advantage of both new on-board electronic architectures and communication structures to implement advanced diagnostic functions. Three applications are discussed in detail, with respect to the need for advanced diagnosis functions as well as the relevant associated communication structures. Consequences on the on-board electronic architecture and implementation costs will also be considered.

An onboard diagnosis method for misfire detection that utilizes a superposed output of combustion pressure sensors (CPS's) is proposed and examined. We consider a model case where piezo-electric type CPS's are installed for each cylinder of a four-stroke-four-cylinder gasoline engine. The outputs of the CPS's are linearly combined to obtain the superposed signal. We show that the superposed signal exhibits a characteristic change when a misfire occurs. A waveform analysis of the signal leads to a clear detection of misfires. A combination setup with a non-intrusive type of fiber-optic CPS that is installed into the cylinder head gasket is also discussed as a future option for the sensing system.

Engine and aftertreatment models have been developed in support of gasoline direct injection (GDI) engine development and aftertreatment system design. A brief overview of the engine models that were used to project emissions and fuel economy performance for the GDI engine is presented. Additionally, the construction and validation of a NOx trap aftertreatment model is described in considerable detail. The insights and increased understanding which have been gained regarding the trade-offs between engine out emission targets, aftertreatment performance, and emission constrained fuel economy benefits for direct injection gasoline engines are reviewed and discussed.

Traditionally, the knocking cylinder pressure trace has been characterized by an instant jump followed by a steadily decaying fluctuation. We found many cases where an increase in fluctuation amplitude in time could be observed. Thus, a coherent energy release triggered by the pressure wave typical for the initiation of knock was discovered. Possible mechanisms for the explanation of this phenomenon are discussed: First, the combined pressure and temperature effects on the flame propagation rate in the end-gas, second, a mechanism based on turbulence augmentation by compression. Third, a mechanism of acoustic or shock wave induced flame instability and fourth, a crevice based mechanism. It is shown that only the crevice mechanism is feasible under engine conditions. It is postulated that the very frequent “weak knock” is due to this phenomenon. Experimental evidence is presented for the existence of this new knock mechanism.