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Model-based software development is a well-established software development process and recognized by ISO26262 [1] as allowing for highly consistent and efficient development. Nevertheless, enhancing a model-based development process in such a way that it is compliant with the ISO26262 safety standard is a challenging task. To achieve ISO26262 compliance, the development team of a safety-related software project faces a multitude of additional requirements for the development process without a corresponding increase of the project budget to fulfill them. The fact that many of the requirements of ISO26262 are defined in a very generic way such that an interpretation is required further hampers their implementation. We propose a 10-step strategy to achieve an ISO26262 compliant model-based software development process. This strategy relates ISO26262 requirements with state-of-the art methods and approaches currently used for model-based software development.

Panic braking can cause an “in-position” unbelted occupant to become “out-of-position.” Although the braking event dynamics and initial positioning of the occupant affect the final position at time of impact (if any), general trends are assumed. FMVSS208 now includes “out-of-position” (OOP) performance for Anthropomorphic Test Devices (ATDs) sizes twelve month to six year-old. Airbag suppression technologies currently address that range of OOP occupants. The objective of this study is to develop an approach to defining OOP test positions for the recently released 10 year old ATD and to assist restraint engineers in developing strategies to help reduce the risk of inflation induced injury to the larger out-of-position child. A series of panic brake tests was conducted with the 10 year-old Hybrid III to study panic braking kinematics. Antilock braking (ABS) generated the desired constant deceleration from high initial speeds (40 to 60mph) in three types of vehicles.

Diesel engines, especially CR (Common Rail) DI (Direct Injection) TCI (Turbo Charged Inter-cooled), share a wide acceptance in the passenger car market due to the enormous torque and flexibility at low engine speed. A pre - condition for the use of a diesel engine in a motorcycle is that the disadvantages like combustion noise and visible smoke are reduced or eliminated. Moreover the fuel economy and performance characteristics of a diesel engine are dedicated to be used in a touring or large displacement motorcycle. The AVL engine concept is the first high performance diesel engine to be specially designed for motorcycles in terms of packaging and styling. To compensate for the limited engine speed range a gearbox with a wide ratio spread is required. This leads to a manual transmission with at least 6 gears or an automatic transmission. For the AVL concept an AMT (Automated Manual Transmission) was selected.

An advanced low heat rejection engine concept has successfully completed a 100 hour endurance test. The combustion chamber components were insulated with thermal barrier coatings. The engine components included a titanium piston, titanium headface plate, titanium cylinder liner insert, M2 steel valve guides and monolithic zirconia valve seat inserts. The tribological system was composed of a ceramic chrome oxide coated cylinder liner, chrome carbide coated piston rings and an advanced polyolester class lubricant. The top piston compression ring Included a novel design feature to provide self-cleaning of ring groove lubricant deposits to prevent ring face scuffing. The prototype test engine demonstrated 52 percent reduction in radiator heat rejection with reduced intake air aftercooling and strategic forced oil cooling.

Cars are undergoing major design changes, and typical usage scenarios are already showing significant departures from the main goal. What used to be mostly a transportation means is quickly becoming a mobile micro-world that replicates features, functions and services traditionally available in homes and offices. This paper will identify industry trends in the Driver-Machine-Interface area, and will try to anticipate how quickly and to what extent cars will morph into smart assistants to make the driving experience richer and even more enjoyable than it is today.

The increased use of recycled resins can create a dilemma for automotive designers. On the one hand, there is a growing initiative to increase recycled materials content on vehicles, globally. On the other hand, traditional methods of recycling polymeric materials -both thermoplastics and thermosets - can lead to degradation of engineering, mechanical, processing, and / or aesthetic properties of the resin. In an era where quality rules, this situation forces designers to accept a much lower percentage of recyclate than they might otherwise wish to use or risk unacceptable property loss in molded parts - something no automaker can “afford ” for long. Hence, a valuable feedstream of materials (polymers) often ends up destined for a landfill once many consumer products are broken down and more easily reusable or recyclable materials are salvaged. As a case in point, each passenger car built globally contains an average of 15 - 20 kg of nylon polymers.

The problem of testing large gas turbines at full load in the factory has been solved with the construction of a load test facility utilizing a gas turbine compressor as the load absorption device. Design philosophy and features are reviewed, and a summary, of operating experience to date is presented.

Two Cummins B5.9L engines were fueled with 100% biodiesel in excess of 48 months by the Agricultural Engineering Department at the University of Missouri-Columbia. The engines used to power Dodge pickups. The engine lubricating oil was sampled at 1000 mile intervals for analysis. Statistical analysis of the engine lubricating oil indicated that the wear metal levels in the lubricating oil were normal. A reduction in power was noted when the engines were tested using a chassis dynamometer. The 1991 pickup has been driven 110,451 km and the 1992 pickup has been driven approximately 177,022 km. The pickups averaged 6.9 km/L. Engine fuel efficiency and material compatibility issues are addressed in the paper.

Nine identical 40-ft. transit buses were operated on B20 and diesel for a period of two years - five of the buses operated exclusively on B20 (20% biodiesel blend) and the other four on petroleum diesel. The buses were model year 2000 Orion V equipped with Cummins ISM engines, and all operated on the same bus route. Each bus accumulated about 100,000 miles over the course of the study. B20 buses were compared to the petroleum diesel buses in terms of fuel economy, vehicle maintenance cost, road calls, and emissions. There was no difference between the on-road average fuel economy of the two groups (4.41 mpg) based on the in-use data, however laboratory testing revealed a nearly 2% reduction in fuel economy for the B20 vehicles. Engine and fuel system related maintenance costs were nearly identical for the two groups until the final month of the study.

Since 1978, the Agency of Industrial Science and Technology (AIST) of MITI has promoted research and development of “Large-Scale Energy Conservation Technology” popularly known as the “Moonlight Project”. As the first step, “system technology tests” using improved lead acid batteries started at Kansai Electric's Tatsumi Electric Energy Storage System Test Plant on October 1, 1986. The results showed that this system can work not only as a load-leveling apparatus but also as a high-quality power source which can support the utility power system with its load frequency control and voltage regulation capabilities. As the second step of these R&D activities, a 1MW/8MWh sodium-sulfur battery pilot plant was constructed at the same Tatsumi site. On July 11, 1991, 1000 kW× 8H facility, the largest of its type in the world, was completed and started operation. This paper describes the construction experience and operation results of the pilot plant.

A prototype 2007 ISL Cummins diesel engine equipped with a diesel oxidation catalyst (DOC), diesel particle filter (DPF), variable geometry turbocharger (VGT), and cooled exhaust gas recirculation (EGR) was tested at Southwest Research Institute (SwRI) under a high-load accelerated durability cycle for 1000 hours with B20 soy-based biodiesel blends and ultra-low sulfur diesel (ULSD) fuel to determine the impact of B20 on engine durability, performance, emissions, and fuel consumption. At the completion of the 1000-hour test, a thorough engine teardown evaluation of the overhead, power transfer, cylinder, cooling, lube, air handling, gaskets, aftertreatment, and fuel system parts was performed. The engine operated successfully with no biodiesel-related failures. Results indicate that engine performance was essentially the same when tested at 125 and 1000 hours of accumulated durability operation.

Up to now, various compressor models for automotive air conditioners have been manufactured to answer the needs of car manufacturers for fuel economy and quietness. The 10PC20 compressor, developed for automotive air conditioners, is the world's first swash plate type compressor having a continuously variable displacement mechanism. The 10PC20 is aimed at realizing a large displacement compressor with a continuously variable displacement mechanism, which has not been achieved until today. To achieve this goal, the 10PC20 design is based on the swash plate type compressor, consisting of double-headed pistons, which is adaptable to a large displacement and has excellent rotating balance and durability. The 10PC20 changes its displacement continuously by changing the inclination of the swash plate (swash plate angle) continuously. (See photo. 1 and 2) The 10PC20 adopts two variable displacement principles.

Late developments in tires and in lightweight, high horsepower engines and transmissions have enabled the earthmoving and mining industry equipment manufacturers to design and produce several types of preproduction 100-ton capacity trucks. A straight-forward approach to the design of a 110-ton end dump truck on two axles with a hydro-mechanical drive was followed by KW-Dart Truck Co. to produce a low cost per ton-mile vehicle.

Many automated guided golf cars using the electromagnetic guide technology are used in Japan to obtain more convenient and safer golf play. Now this technology is beginning to be used outside of the golf course as an on-demand people mover system. This paper presents an example of the engineering system of automated guided golf cars along for the 2 principles of automated guided vehicle. The first principle is “the steering control system including the automatic sensitivity adjustment function”, and the other principle is “the vehicle speed control system”.

The trend towards battery voltage vacuum fluorescent displays continues the technological advances in design and construction of VFD's, as they are applied to the automobile environment. With the ever increasing use of electronic displays for electronically tuned radios (ETR's), compact disc (CD) players, and other entertainment systems, advances in battery voltage displays and their associated drive circuitry have become a necessity. With the inherent advantages of low voltage operation and high information density, VFD's will continue to dominate the automobile audio markets. This paper will discuss battery voltage displays, the basic circuitry necessary to operate a vacuum fluorescent display, and comment on the “off the shelf” controller and driver circuitry available.

Inverters are solid state devices which change DC to 120VAC electricity. They are sufficiently rugged and reliable to make them practical for use on utility vehicles for operating thumpers, tools, lights and induction motor loads. The SCR type rather than the transistor type inverter is generally required for inductive and reactive loads. Static inverters operate from battery input. They provide power without running an engine, but are limited by battery capacity so work best in intermittent load applications. Dynamic inverters operate from alternator input and will handle continuous loads to 7200 watts with truck engine running.

In many countries of the world, carburetor motorcycles are the major transportation system for people. The large volumes of these motorcycles contribute to high levels of urban emissions and this fact promotes the relevant emissions regulations to become more stringent. This paper presents an approach to satisfy various new emissions regulations such as Euro-III and Taiwan 4th generation emissions regulations by optimizing the 4-stroke PFI (Port Fuel Injection) engine management system (EMS) and after-treatment system.

This paper shows some aspects of the automotive voltage energy system level shift from 14 to 42 Volts. New features and prospective emissions/fuel economy requirements are creating electrical power needs in future automobiles, which today's conventional system cannot adequately supply at 14 Vdc (nominal, with a 12 Volt battery). It will be necessary to provide electric motors, DC/DC converters, inverters, battery management, and other electronic controls to meet higher voltage requirements. Suppliers must now include 42 Volt components and systems within their product range and make these new components as light, small, and cost efficient as possible. This paper is a compilation of several published works aiming to offer a synthesis to introduce this subject to the Brazilian Automotive Market.