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MOSA (Modular Open System Approach) provides a framework for efficient and sustainable design of complex integrated systems. In domain of embedded technology, the MOSA as-is does a good job in identifying modular software and hardware frameworks required to establish a common baseline for generic open architecture. On the other hand, it does not cover physical aircraft integration, integration methodology and other constituent elements essential for design of robust interfaces and integrated embedded systems, which are owned by OEMs and their suppliers. The definition of open interfaces is a key constituent in definition of MOSA-compliant architectures. An efficient system integration lifecycle requires unambiguous interfacing among hosted functions. Open interfaces and Ethernet are core system integration technologies and should be integrated and configured with other software/hardware framework elements, to enable hard RT, real-time and soft-time application hosting.

The MacPherson strut is a simple and common across all automotive’s front suspension of passenger cars. It is an independent suspension type, including a single suspension arm (spring and damper), an anti-roll bar and a lower arm. The MacPherson strut must have sufficient stiffness to support cornering force and fore/aft loads. Fatigue test of MacPherson strut suspension can be done in multiple ways. Most common method is laboratory testing/rig test. The objective of laboratory testing is to validate the MacPherson strut physically for all possible real-time events. Replicating all real-time events in lab environment is a challenging task. For many years this limitation was addressed through experience, however it has often led to either over or inferior design. The expected life span of automotive components like MacPherson strut varies considerably but it can be measurable in years/miles.

This paper is the fourth printed listing of the National Highway Traffic Safety Administration’s (NHTSA) center-of-gravity (CG) location measurements. The previous papers contained data for 1024 vehicles. This paper includes data for 448 additional vehicles tested as part of NHTSA’s New Car Assessment Program (NCAP) for the years 2009 through year 2020. The NCAP involves only the CG location measurement; so the vehicles listed in this paper do not have inertial data.

An indoor road-wheel facility at the Technical University of Gdańsk was used to study the noise emission from a variety of tires with different tread patterns. The tires were run both on a smooth steel drum and a drum covered by a replica road surface. All tread patterns were hand-cut to generate several families of simple treads with regular pitch for a systematic study of how groove design influences noise. Most of the observed, tread influenced phenomena could be explained by generation mechanisms such as radial vibrations induced by tread block impact, pocket air pumping and pipe resonances in the grooves. For instance, it was observed that, when speed increases, sooner or later the tread block impact frequency will coincide with the pipe resonance frequency and then generate excessive noise at that speed.

Using dashcam video footage to extract reliable vehicle speed data can be challenging when the only available image stream comes from a camera whose optical parameters are unknown. One means of overcoming such difficulties uses visible landmarks and features within the video frame whose dimensions can be independently measured. While good results have been obtained by others using a Total Station or LiDAR to physically measure locations for such purposes, this approach could prove difficult if a site of interest is inaccessible (e.g. on a busy highway that cannot be shut down) or if relevent features of the target location have changed (e.g. due to construction or even restriping of lanes lines). As an alternative to direct scene measurement, it is proposed that measurement of features visible in overhead satellite images be used to dimension relevant features visible in the video.

This paper outlines the characteristics of rollover accidents based on a representative sample of British cars and light vans. The data come from on-the-spot and follow up investigations of accidents conducted by Birmingham University and the Ford Motor Company in which damaged vehicles were examined and information from them correlated with injury data obtained from hospitals. Rollovers are either initiated by impact with another vehicle or are simple rolls, the incidence of other types of roll being low. Door opening rates are shown to be high, and the character of roof collapse, in terms of position and amount, is described. The sources of injury to occupants is discussed. Injury to the head or face occurred in 96% of injured occupants. Seat belts, when worn, prevent ejection but cannot offer complete immunity from injury in this type of accident. Some improvements in crash performance are outlined and a tentative testing procedure is mentioned.

In recent investigations of airbag deployments, drivers h v c reported abrasions to the face, neck, and forearms due to deploying airbags, A study of the airbag design and deployments parameters affecting the incidence and severity of abrasions caused by driver-side airbags has led to the development of a laboratory test procedure to evaluate the potential of an airbag design m cause skin injury This report describes the procedure, which is based an static deployments of airbags into a cylindrical lest fixture. The target area is covered with a material that responds to abrasion-producing events in a manner related to human skin tolerance. Test results show excellent correlation with abrasion injuries produced by airbag deployments into the skin of human volunteers.

When developing an airbag system with mechanical sensors, one of the important stages is to get satisfactory correlation between the sensor characteristics and the specific vehicle. This development stage requires control of both vehicle crashworthiness (including selection of sensor mount location) and airbag sensor characteristics. This stage is ordinarily performed through many iterations of a computer simulation which involves the dynamic structure of the sensor mechanism. A new graphic method is proposed in this paper to help in this simulation stage. This method can estimate the proper threshold level of the crash sensor. The airbag sensor mount location in the vehicle can be selected and the airbag sensor can be developed. The validity of the method has been verified by computer simulation as well as actual test results.

Engine operation produces particles that contaminate the lubricating oil and can damage the engine's internal components. This paper presents a model for a three-coil inductive metal particle sensor and verifies the rationality and accuracy of the model by simulating the motion of a single spherical iron particle passing through the sensor. On this basis, the simulation of coupling double particles with different sizes, distances, and shapes is carried out. The study explores the influence of particle motion on the sensor-induced signal under various conditions. The research shows that when two particles pass through the sensor, the induced voltage signal will produce superposition when the distance between the two particles is small. The peak value of the induced voltage is 1-2 times the peak value of the induced voltage of a single particle. As the distance increases, the peak value of the induced voltage initially decreases, then slowly increases, and finally stabilizes.

Scientific methodology and engineering techniques were applied to a series of three automobile rear-end collision experiments to provide data relating to seat, seat backrest, and head-restraint design. Five seat back heights and four seat back strength values were studied in connection with their practicality and relative protective features, when subjected to a 55 mph rear-end collision exposure. These research data provide a basic reference system of high-speed collision performance for seat designs with respect to occupant size and proximity to injury producing structures. Additionally, methodology, instrumentation, and related equipment required for post-crash fire studies were included in experiment 106, providing what is believed to be the first published data on the precise time-related events associated with collision-induced passenger car fires. Design revisions suggested by these findings are discussed.

The recent demand for power generation capability has raised the operating temperature of the power plants in the range of 600°C. High operating temperature leads to material degradation or reduced lifespan of boilers, which necessitates the analysis of the high-temperature behavior of welded joints of power plant boilers for a long lifespan and improved efficiency. Gr91 martensitic and SS304 austenitic stainless steel are identified as the primary piping material for these boilers. The boiler piping involves similar weld joints (Gr91/Gr91 and SS304/SS304) and dissimilar weld joints (SS304/Gr91) known as transition joints. These joints are exposed to high temperatures for a long duration during their service and it is therefore necessary to evaluate the high-temperature behavior of these weld joints. The hot tensile test is a short-term high-temperature test that serves as a valuable tool for analyzing the high-temperature behavior of the welds.

Battery electric transit buses sold in Canada generally include a fuel-fired diesel auxiliary heater for cabin heating in cold weather. This report details a test project, performed in collaboration with OC Transpo, to capture and quantify the emissions from such a fuel-fired heater (FFH) installed on a New Flyer XE40 battery electric transit bus from OC Transpo’s fleet in Ottawa, Canada. The FFH was tested while the bus was both stationary and being driven on-road in cold conditions. The results include the emissions rates of carbon dioxide, carbon monoxide, nitrogen oxides, hydrocarbons and methane, and soot. Additionally, total particulate matter results were obtained during stationary testing. The results of stationary testing were compared to the California Air Resources Board and European Union standards for FFH emissions, even though these standards do not apply directly to buses operated outside of these jurisdictions.

In this paper, a control strategy for state of charge (SOC) allocation using navigation data for Hybrid Electric Vehicle (HEV) propulsion systems is proposed. This algorithm dynamically defines and adjusts a SOC target as a function of distance travelled on-line, thereby enabling proactive management of the energy store in the battery. The proposed approach incorporates variances in road resistance and adheres to geolocation constraints, including ultra-low emission zones (uLEZ). The anticipated advantages are particularly pronounced during scenarios involving extensive medium-to-long journeys characterized by abrupt topological changes or the necessity for exclusive electric vehicle (EV) mode operation. This novel solution stands to significantly enhance both drivability and fuel economy outcomes.

This paper focuses on an inherent problems of active damping control prevalent in contemporary hybrid torque controls. Oftentimes, a supervisory torque controller utilizes simplified system models with minimal system states representation within the optimization problem, often not accounting for nonlinearities and stiffness. This is motivated by enabling the generation of the optimum torque commands with minimum computational burden. When inherent lash and stiffness of the driveline are not considered, the resulting command can lead to vibrations and oscillations in the powertrain, reducing performance and comfort. The paper proposes a Linear Quadratic Integral (LQI)-based compensator to be integrated downstream the torque supervisory algorithm, which role is to shape transient electric machine torques, compensating for the stiffness and backlash present in the vehicle while delivering the driver-requested wheel torque.

The goal of this study was to use naturalistic driving data to characterize the motion of vehicles making right turns at signalized intersections. Right-turn maneuvers from 13 intersections were extracted from the Second Strategic Highway Research Program (SHRP2) database and categorized based on whether or not the vehicle came to a stop prior to making its turn. Out of the vehicles that did stop, those that were the first and second in line at the intersection were isolated. This resulted in 186 stopped first-in-line turns, 91 stopped second-in-line turns, and 353 no stop turns. Independent variables regarding the maneuver, including driver’s sex and age, vehicle type, speed, and longitudinal and lateral acceleration were extracted. The on-board video was reviewed to categorize the road as dry/wet and if it was day/night. Aerial photographs of the intersections were obtained, and the inner radius of the curve was measured using the curb as a reference.

Range anxiety in current battery electric vehicles is a challenging problem, especially for commercial vehicles with heavy payloads. Therefore, the development of electrified propulsion systems with multiple power sources, such as fuel cells, is an active area of research. Optimal speed planning and energy management, referred to as eco-driving, can substantially reduce the energy consumption of commercial vehicles, regardless of the powertrain architecture. Eco-driving controllers can leverage look-ahead route information such as road grade, speed limits, and signalized intersections to perform velocity profile smoothing, resulting in reduced energy consumption. This study presents a comprehensive analysis of the performance of an eco-driving controller for fuel cell electric trucks in a real-world scenario, considering a route from a distribution center to the associated supermarket.

A considerable amount of research has been conducted to evaluate the effects of road surface discontinuities and disturbances on vehicle dynamics and accident causation. This paper addresses the real world effects of these conditions by reviewing the analyses of actual physical evidence of accidents involving alleged road defects. Analysis and testing techniques are described and alternative causative elements are presented.

Nissan have developed a new powertrain for the electric vehicle, and have installed it in the Nissan LEAF. In order to achieve an improved driving range, power performance and dynamic performance, Nissan have adapted a high efficiency synchronous motor, a water-cooled inverter, and passive-cooled laminated Li-ion battery. Especially Nissan has been emphasizing electric powered technology with a focus on advanced lithium ion battery from 1992. This presentation will introduce the features of Nissan LEAF and its battery technologies.