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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.

The schlieren method is a powerful and widely used technique for studying ignition and combustion. Jointly with high-speed photography, this method is often used in both SI- and CI-engines and combustion bombs, including rapid compression machines (rcm). This paper describes tests carried out on a new hydraulically actuated dynamic combustion rig, using schlieren visualisation in two orthogonal directions. The working principle of the rig is briefly described. Results are presented on ignition properties of low quality gas blends using spark ignition and pilot flame. Methane, ethane and nitrogen were blended at different air-fuel ratios and tested as to ignition and early flame development. For spark ignition tests, the pair of images from the two orthogonal directions enables the use of digital image processing to calculate the flame speed, and to compose a three-dimensional volumetric image of the flame front shape.

The SNR-technique is a new NOx aftertreatment system for lean burn gasoline and diesel applications. The objective of SNR is NOx removal from lean exhaust gas by NOx adsorption and subsequent selective external recirculation and decomposition of NOx in the combustion process. The SNR-project is composed of two major parts. Firstly the development of NOx adsorbents which are able to store large quantities of NOx in lean exhaust gas, and secondly the NOx decomposition by the combustion process. Emphasis of this paper is the investigation of NOx reduction in the combustion process, including experimental investigation and numerical simulation. The NOx decomposition process has been proven in diesel and lean-burn gasoline engines. Depending on the type of engine NOx-conversion rates up to 90 % have been observed. Regarding the complete SNR-system, including the efficiency of the adsorbing material and the NOx decomposition by the combustion, a NOx removal of more than 50% is achievable.

A “thermal pulse” technique has been used to measure thermal diffusivity and thickness of combustion chamber deposits continuously during engine operation. The technique uses a fast-response thermocouple junction at the combustion chamber wall surface and a simplified model which describes the effect of the deposit on the measured temperature cycle. Results from 13 tests using four different fuels and three different commercial additive packages are discussed in the paper. Thermal diffusivity values in the range of 0.85 - 4.2 x 10-7 m2s-1 were measured. Deposit growth is normally a continuous process. However, occasionally deposit flaking events characterised by a sudden significant decrease in deposit thickness were observed.

Lean NOx traps were tested under various laboratory and engine dynamometer conditions to assess the effects of sulfur, temperature, and other exhaust gas parameters on their NOx efficiency and durability. Most recent vendor supplied NOx trap materials have shown significant temperature durability improvements, but sulfur tolerance has remained unchanged. Trap samples were subjected to sulfur poisoning and were desoxed at high temperatures and at various air to fuel ratios. It was found that a simple sulfate model of sulfur interaction with the NOx trapping specie is not sufficient to explain the sulfur interactions observed.

Selective NOx recirculation (SNR), involving adsorption, selective external recirculation and decomposition of the NOx by the combustion process, is itself a promising technique to abate NOx emissions. Three types of materials containing Ba: barium aluminate, barium tin perovskite and barium Y-zeolites have been developed to adsorb NOx under lean-burn or Diesel conditions, with or without the presence of S02. All these materials adsorb NO2 selectively (lean-burn conditions), and store it as nitrate/nitrite species. The desorption takes place by decomposition of these species at higher temperatures. Nitrate formation implies also sulfate formation in the presence of SO2 and SO3, while the NO2/SO2 competition governs the poisoning of such catalysts.

The understanding of deactivation mechanisms is critical to the development of NOx adsorber catalysts with improved durability. The thermal deactivation of a state-of-the-art Pt/Rh based NOx adsorber catalyst is evaluated following oven agings at 800 and 900°C. Sulfur poisoning during lean/rich cycling is studied as a function of catalyst inlet temperature and SO2 concentration. Complementing these studies utilizing synthetic exhaust gas compositions, deactivation resulting from three different engine aging schedules is examined. The performance of engine-aged catalysts is evaluated as received, and following desulfurization procedures differing in inlet temperature and air/fuel ratio. The impact of aging schedules on NOx adsorption and three-way catalyst function is discussed with respect to precious metal dispersion, washcoat sintering, as well as sulfur build-up and oil-derived poisonings.