16. Internationales Stuttgarter Symposium

For some years a new test procedure has been developed among the UN for the determination of pollutant and CO₂ emissions and fuel consumption, which should represent the average customer behaviour. Beside the EU various other countries are involved (e.g., India, Japan). The test procedure WLTP and the underlying driving cycle WLTC was developed with the help of worldwide accumulated driving data and covers driving situations from city up to highway traffic.Beside the driving cycle also the consideration of optional extra equipment for the CO₂ and consumption determination is a reason for the increasing work load on aerodynamics. Compared to today the influence of the aerodynamic drag on the whole consumption will increase with the introduction of WLTP. In addition, this generally increases the development and test expenditures of the OEMs – not only in aerodynamic development. Decisive for the future expenditure increase in the aerodynamics development due to the type approval procedure of all vehicle variations will be whether these are measured in coast-down tests like today, or whether suitable CO₂ determination methods will be used which enclose wind tunnel measurements and CFD.

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1 Vehicle Measures for Energy Saving2 Powertrain Improvement3 Eco Innovations4 Increase Share of Electrification

The future emissions legislation for diesel passenger cars is likely to include more dynamic test cycles than we have today, such as the WLTP and RDE cycles in the EU and challenging SULEV legislations in the USA. In order to meet these emissions legislation more complex exhaust gas after treatment systems are needed.The aim of this paper is to describe a novel exhaust gas after treatment system that consists of a passive NOx adsorber (PNA) combined with the uf-SCR (Underfloor Selective Catalytic Reduction) or SCRonDPF (Selective Catalytic Reduction on Diesel Particulate Filter). The novel PNA stores NOx at low temperatures and self-releases it at high temperatures without the need for a rich engine operation purge.The experimental results from a D segment vehicle using different PNA and SCR configurations are presented and the potentials and limitations of each configuration are discussed. Furthermore the trade-off between fuel consumption and NOx emissions are presented.

To comply with the stringent regulations as stated in Euro6, the NOx emissions of heavy-duty vehicles have to be reduced by up to 80% compared to Euro5. Engine exhaust after-treatment SCR is a promising technique to reduce NOx emissions without sacrificing engine efficiency. The introduction of the reducing agent urea plays a significant role on the reduction reactions. The main challenges for the implementation of mobile urea-SCR systems include rapid decomposition and homogeneous distribution of urea and the mitigation of deposit formation. A key factor affecting these performances is the heat transfer characteristics of UWS spray under exhaust flow conditions. However, the heat transfer characteristics of UWS spray impingement have not been studied experimentally under exhaust flow conditions so far.The present study is focused on the heat transfer characteristics of the impinging SCR spray in crossflow. The heat transfer characteristics of spray impingement are analyzed based on the temporal and spatial evolution of the wall temperature using infrared thermography. This work enhances the understanding of the wall impingement of UWS sprays.

In European emission type approval during the past years the exhaust emission limits have been reduced significantly. Although air quality was improved from 1990 on, a high percentage of the European population is exposed to air pollutant concentrations above European limit values, mainly on particles, nitrogen dioxide (NO2) and ozone (O3).Exhaust emissions of passenger cars and light duty trucks in Europe are measured by using the “New European Driving Cycle” (NEDC) under well defined ambient conditions in a laboratory. The NEDC represents only a small part of all driving conditions in real traffic. On 03.02.2016 the European Parliament decided that exhaust emissions in real traffic (Real Driving Emissions = RDE) shall be measured in Europe by using Portable Emission Measurement Systems (PEMS). Due to European air quality regulations NOx emissions are the main issue of RDE. European Commission is also interested in particle measurement especially on gasoline cars with direct injection.When measuring emissions in real traffic numerous influencing factors have to be considered. Besides variable ambient conditions changing traffic situations affect the results of such measurements. This complex set of influencing factors has to be addressed by defining route requirements and boundary conditions. An elaborate data evaluation has been created. While the Moving averaging windows method (MAW; or EMROAD by JRC) is based on CO₂ emissions, for the Standardized wheel power frequency distribution method (SPF; or CLEAR by TU Graz) the wheel power is used for normalizing exhaust emissions.Due to the fact that RDE are measured in real traffic, this new method will be challenging for all parties involved.

Besides excellent user experience of electrical power trains, cost reduction of battery systems, legislative factors, and global urbanization will significantly drive electrification of automotive power trains within the next few years. The key success factor for a sustainable success of electrified power trains is the energy storage system. Using technical and commercial data currently available, a market prognosis for Robert Bosch for the years 2020ff is derived and is described in this paper. The most import key performance indicators (KPIs), such as safety, lifetime, and energy density, as well as specific price in EUR/kWh and the volumetric energy density in Wh/l for 2020 are presented. Besides Li-ion technology (LIT), current status and the roadmaps of the so called post Li-ion technologies (PLIT) are introduced. Post Li-ion battery systems are promising as increase in energy density and particularly lowering of cost can be foreseen. In this paper, Robert Bosch provides a possible scenario for the transition from LIT to PLIT.

Each rechargeable battery irretrievably loses storage capacity over time. A phenomenon that everyone knows from home electronics: For example, a tablet’s usable capacity of 80 % after 500 cycles is considered normal, 80% after 1,000 full cycles is quite good. The lithium ion batteries in electric vehicles also lose capacity over time. The result is a permanent reduction of range and perceivable value loss for electric cars.In contrast to vehicles with an internal combustion engine, electric cars do not need a gear box, clutch, converter, gas tank, dynamo, and many other components. Therefore, only little mechanical deterioration is possible. According to studies, repairing ecars is on average up to 35% less expensive than the maintenance of cars with an internal combustion engine. Electric cars can have low maintenance cost and a very long life. However, the aging of the drive battery significantly influences the magnitude of this advantage.

This paper discusses the use of model-based calibration for Li-ion batteries. The scope is set on the modeling algorithm, in this case the Gaussian Process Regression (GPR) in combination with an external dynamic structure (NARX), and its capability to describe dynamic battery behavior. A data-driven model is generated based on measurement of a Stuttgart Cycle. Model quality is evaluated on an Artemis Cycle. The achieved results show that the GPR can be used in a future model-based battery calibration process for dynamic applications in order to increase calibration efficiency.

The integration of a lean operated Spark-Ignition (SI) engine into a Hybrid Electric Vehicle (HEV) is rarely considered as a suitable combination to improve the fuel efficiency. The main argument is that both technologies are aiming at the improvement of fuel economy in the partial load area by means of the lean operation and electric drive, which are mutually exclusive. With the help of overall-system simulation, this paper investigates the fuel saving coming from the combination with an optimized operating strategy. This research shows that the electric motor assists the engine in lean operation to reach the optimal operating points rather than meeting the propulsion requirement with electric drive. Driving cycles with different dynamic characteristics are considered to study the influence of operating strategy on fuel consumption under real world driving conditions. In addition, the impact of the engine displacement is also analyzed.

In this paper a software tool to create a hybrid operation strategy is introduced. It is supposed to be used in simulations for the generation of load spectra. The tool was designed with Matlab/Simulink ® and bases on the tool “Common Powertrain Control“ (CPC module) published in [1].Compared to the functionality in [1] the tool was extended massively. It now supports seven different hybrid topologies, i.e. four parallel and three axle-split configurations. The high number of parameters makes it possible to adapt the virtual powertrain to several boundary conditions. Furthermore the modular character of the model allows modifications if necessary.It must be noticed that the CPC module is not a complete simulation tool for powertrains. It only offers the possibility to create a hybrid operation strategy. For this reason, a demanded torque or a demanded traction force must be provided to the tool. It then calculates the torque distribution considering limitations like max possible torques or max possible currents. To match the requirements of the designed powertrain, up to 20 operation modes are available. Based on different signals like battery state of charge (SOC) and acceleration pedal the user defines which mode is to be used.

The dynamic programming method is well known and widely used for the calculation of the optimal operating strategy of hybrid electric vehicles. In this paper the challenge of large grid sizes due to growing battery capacities and complex powertrain concepts and the need for fine discretization is met by an iterative approach which has the chance to reduce memory usage and computing time by reducing the SOC range with each iteration.

Operating gasoline engines at part load in a so-called Gasoline-HCCI (gHCCI) combustion mode has shown promising results in terms of improved efficiency and reduced emissions. So far, research has primarily been focused on experimental investigations on the test bench, whereas fast, predictive burn rate models for use in process calculation have not been available. Such a phenomenological model is henceforth presented. It describes the current burn rate as the sum of a sequential self-ignition process that is modeled using a temperature distribution and an Arrhenius equation on the one hand and a laminar-turbulent flame propagation described by a modified entrainment model on the other hand. The newly developed model correctly predicts burn rates for a wide range of variations of control parameters, including PTDC combustion and operating mode switches, using a single set of tuning parameters, while requiring very low computational times.

Using the data from multiple temperature and pressure measurement points, high and low pressure indication and high-speed exhaust measurement devices on a turbocharged automobile diesel engine as a basis, a new transient capable 0D/1D model for the prediction of nitric oxide formation in diesel engines is developed.

Presented are results of the second FVV Fuel Study done by expert consultants Ludwig- Bölkow-Systemtechnik GmbH (LBST) on behalf and in cooperation with the Forschungsvereinigung Verbrennungskraftmaschinen e.V.

Due to the outstanding mechanical properties and the possibility of near-net-shape fabrication the amount of components which are made from carbon fibre reinforced plastic (CFRP) is highly increasing. Based on rising requirements concerning emission levels of vehicles, CFRP is also becoming the focus of attention in the automotive industry. Higher material costs and the need of additional processing technologies are raising the costs of the whole CFRP process chain. Using this kind of material in batch production requires a significant reduction of costs along the production of CFRP components themselves and the machining of CFRP which represents an important step of the mentioned process chain. It is necessary to adapt conventional tools and process parameters due to the different material behaviour of CFRP and metal (anisotropic and isotropic) during the machining. Also the damage patterns differ between CFRP and metals, as a result of the typical characteristics of fibre materials. Because of this, new strategies of quality management are necessary in the production and processing of CFRP.

In times of globalization and simultaneous worldwide resource depletion energyefficient mobility is increasingly becoming the focus of social and economic interest. The transformation of conventional drive concepts with gasoline and diesel engines via plug-in hybrid solutions is going to fully electrically driven Urban Vehicles, as the BMWi series, Tesla Motors and many more demonstrate.

Fiber reinforced plastics are often used as lightweight materials where conventional materials, especially metals find their limits. Up to now, a thermosetting resin is often used as matrix even though using thermoplastics brings some advantages like a higher impact resistance to comparable thermoset composites, weldability and recyclability. In addition, it is possible to reshape or to weld the thermoplastic composites. To show some of the possibilities, some recent developments are shown. Especially highly filled thermoplastic composites produced by In-Situ-Pultrusion are demonstrated, because they are supposed to be used as local reinforcement of injection molded plastic parts. For this purpose, the pultruded parts are overmolded after being inserted into the injection mold.

With the launch of the new 4-cylinder engine OM654 Mercedes-Benz continues to build on the advantages of the diesel combustion process and is opening up new potential in the area of emissions reduction and variant reduction.The diesel engine has firmly established itself in all segments of the Mercedes-Benz product portfolio and thus the breadth of vehicle requirements, and application costs have increased substantially. To deliver innovations as quickly as possible in a host of variants, a standardized strategy is required which decouples the engine from the vehicle variance as effectively as possible.

Whereas in the past decade, the CO₂ reduction was the major driver for technology development with Gasoline en.gines, especially after the “Dieselgate” an “Extended Emission Compliance” including Real Drive Emissions is taking significant impact on future technology routes. Whereas the RDE legislation initially was targeted primarily towards the Diesel-NOx and the Gasoline-PN emissions, now also the NOx emissions of some Gasoline engine concepts have to be reduced.In a very simplified way, the most significant RDE risk areas of Gasoline engines can be seen in following areas: scavenging at low engine speeds, enrichment and /or exceeding favorable catalyst space velocities at high engine speeds / loads, high load dynamics, in-field stability of PN emissions, insufficient catalyst temperatures and start / restart strategies (esp. Hybrid).As most measures improving the RDE emission show a trade off with CO₂ and / or cost, the future RDE legislation is both a technical but also a commercial challenge. On the other hand, RDE also opens opportunities for the Gasoline engine to increase market shares as with the Diesel engines in some vehicle categories the effort for RDE compliance will be even higher than with Gasoline engines.It is expected that the RDE requirements will enhance the trend from “Extreme Downsizing” towards “Rightsizing”, which was already initiated by modern fuel economy technologies like Miller or Atkinson Cycle. In a next step, also the combination of 48Volt systems with the next generation of Gasoline engines will become a highly competitive technology combination.From a cost / CO₂ reduction perspective, however, both CNG and LPG are most attractive technology approaches to reduce CO₂ and pollutants simultaneously. LPG might be considered as the more simple short-term approach, CNG as the more sustainable long-term solution. With both approaches, the key challenges are not at the pure technical side, but primarily with marketing to gain sufficient customer acceptance.To balance RDE, CO₂ requirements and cost will become one of the most challenging engineering tasks and will require new development and validation approaches. Thus, RDE will not only have a significant impact on powertrain technology, but might also initiate a paradigm shift in powertrain development.

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To exploit further advancement of the modern vehicle development, it is necessary to gather information about physical as well as chemical even chains quickly and economically. In order to optimize the overall development process, it is mandatory to adjust conception of design, material and package relevant components according to the expected strains. Avoidance or prevention of corrosion on the overall vehicle validation development process is of remarkable customer interest. Whether or not a material has a tendency of corrosion is determined rather late in the experimental stage, due to complex relations of flow paths, mechanical strains, drying flow and the chemical consistency of the strained resources. Any component modification would lead to higher expenses. Apart from test rigs or test tracks, numerical load simulation is establishing in all aspects of the development process.

When driving a car, the view onto the surrounding traffic must be ensured at all times. Especially the view through the side window onto the rear view mirror and other traffic participants is very important. When driving on a wetted road, water and dirt can impair driving comfort and safety. Surface bound water droplets and rivulets on the windshield and the side glass reduce the visibility. Therefore, a new evaluation method is presented which assesses the view through pools of water on a horizontal glass plane depending on wettability of the glass and the volume of single droplets or the height of water films. It provides information about the transparency behavior of water droplets and the impact factors of a soiled side window on the view through it.

Usually in the upgrading (or face-lifting) of an existing vehicle-generation some visual changes are introduced a certain increase in engine power is implemented through engine management measures and, where appropriate, some new functionalities for increasing customer experience are added. The revision of the 991 series comes with the additional challenge of a new generation of engines.

Reduction of CO₂ emissions produced by road traffic is a paramount objective which the automobile industry has to resolve. An average fleet emissions target of 95g/km CO₂ has to be achieved within the European Union until the year 2020/21. In order to comply with this demanding emissions standard, electrification of conventional combustion engine dominant drive trains is inevitable. Alternatively an increase of batteryelectric- vehicles (BEV) in the OEM’s fleet can contribute significantly towards the aimed CO₂ reduction. Both strategies mentioned above – the electrification of the combustion engine dominant drive train with hybrid vehicle topologies as well as the increase of BEVs within the OEM’s fleet share – require new, holistic methods for the drive-train design to assure cost efficiency and end-customer’s vehicle requirements. Numerical development methods, which will be introduced in this paper, can be applied to support the product development in decision making by quantifying the interdependencies between the electric, electro-mechanical and electro-chemical components on vehicle system level.

After many years with low number of units, sales figures for electric vehicles (EVs) start rising. This leads to diversified specifications in range and drive power for EVs of the next generations. Single EV models are likely to be sold not only with different drive powers (like with combustion drivetrains) but also with different battery sizes (and thus ranges). Specific layout tools are necessary for this way of modularization, to identify optimal solutions not only for a single drivetrain but for a whole portfolio.This paper describes a method, which includes range specifications in the drivetrain analysis. Therefore a drivetrain model is introduced and scaling parameters are explained and their impact of the drivetrain is analyzed.

Reducing the fuel consumption of heating and driving tasks is a major driver of innovation in today’s vehicle development. Besides the design and integration of efficiency- raising auxiliaries, especially the enhancement of full electric and hybrid drivetrains are in focus. An energy management controls the interaction of all vehicle components rule based or optimization based [1].This paper presents an approach to optimize the energy management of the electric cabin heating and traction system of articulated urban serial hybrid buses using extended dynamic programming. The traction battery and the cabin air are defining the energy storage systems. Thus the state space for dynamic programming is described by the electric charge of the traction battery and the mean cabin air temperature. Extending the dynamic programming approach by thermal comfort aspects enables the global optimal control for each energy storage system additionally to the calculation of possible energy saving potentials.

Electric motors feature temporary high power densities. To avoid overheating, the allowable torque is derated dependent on temperature signals from thermal sensors. The investigation of thermal sensors in the coil ends with a special test device shows absolute and dynamic deviations. In this paper, the influence of deviations of the thermal sensor on performance and drivability of the vehicle is investigated.The investigation is executed using simulation models of the vehicle and the electric motor. The model of the electric motor is a lumped-parameter thermal network which includes the thermal sensor. The absolute deviations of the thermal sensors are simulated by temperature offsets. Slow sensors which cannot follow dynamic temperature profiles result in overshooting temperatures. Thus the slowness must be compensated by a temperature offset.The offsets due to absolute and dynamic deviations have to be combined to avoid overheating. The used thermal sensor of the examined electric motor causes a considerable loss of performance. The drivability is mostly influenced by the dynamic of the sensor. A slower sensor improves drivability but at the same time degrades the performance significantly.

Modelling and simulation of safety relevant Driver Assistance Systems (DAS) and Vehicle Dynamics Controllers (VDC) which act in standard and limit situations lead to increasing accuracy demands in the description of dynamic reactions of tyre contact forces, e.g. [4], [7]. For that purpose, first-order approaches are widely applied in this field of vehicle dynamics and handling, which originate from Schlippe & Dietrich [13], were modified by Pacejka [10] and later on refined by Rill [11], [12].

Physical limits of a road vehicle are defined by the maximal transferrable forces between vehicle and tires. These maximal forces are called friction potential. Knowledge of this potential is important to predict stopping distance and save cornering speeds. Today’s state of the art driver assistance systems and stability control either assume a high or a low friction coefficient. They then adapt the assumed value if they reach the friction limits. Advanced driver assistance systems can be improved by the knowledge of the correct friction potential in advance. For example, a collision mitigation system could dynamically adapt its intervention distance.

For the dynamic simulation of on-road vehicles, the model-element “tire/road” is of special importance, according to its influence on the achievable results. Sufficient description of the interaction between tire and road is one of the most challenging tasks of vehicle modeling. Two groups of tire models can be classified: handling models and structural or high-frequency models. Usually, various assumptions are made in modeling vehicles as multibody systems. Therefore, in the interest of balanced modeling, the precision of the complete vehicle model should stand in reasonable relation to the performance of the applied tire model. Handling tire models are characterized by a useful compromise between user friendliness, model complexity, and efficiency in computation time on the one hand, and precision in representation on the other hand.

Different causes lead to a reduction of testing vehicles in absolute numbers or in relation to a broadening product portfolio. At the same time development cycles get shorter or have to tackle more complexity in the same time frame. In drivability calibration, the usage of powertrain test benches is a solution to this dilemma. This strategy, commonly referred to as “road-2-rig”, can be thought one step further: Transferring all components to a simulation-only environment and extending the approach to a “road-2-rig-2-simulation” strategy. The key question is availability and quality of models of the key components.

The usage of simulation models is popular within the development in Automotive Industry. Simulation models are used to early evaluate new functionality in Model-in-the- Loop setups and to test Electronic Control Units in Hardware-in-the-Loop arrangements. Along with the increasing functionality in current vehicles, the necessity of suitable simulation models growths. Autonomous driving is one area where functional complexity growths rapidly and a complete virtual vehicle model is necessary to enable testing within a simulation environment.We present an approach to handle the complexity and variety of simulation model development efficiently. Therefore the principles of Continuous Delivery, known from software development, are applied to increase productivity and reliability of simulation model development.

euse of sourcecode has existed since the very first days of programming. This was even the case in assembler: Writing a subroutine and calling it from more than one location is already reuse. This usually works quite well as long as one developer is working on one program.

Future innovations in cars are predominantly driven by software. This covers all areas of customers experience from powertrain over driveline and infotainment systems up to connectivity and even the automation of driving tasks. Within this broad variety of software applications different software suppliers with sometimes completely different histories and objectives have elaborated appropriate development processes and organizations suitable to their respective business case.

The demand for a reduction of weight in automotive application is increasing in several research and development projects. The reason for that are the decline of resources, strict laws for emissions and an increased awareness of natural environment. Fiber reinforced plastics (FRP) can be used to decrease the weight of automotive structures as load path directed material distribution is possible.As FRP structures are specifically manufactured for each application the integration of additional functions as for example sensors or heating elements implemented directly into the structure is possible to save secondary weight. Using a virtual process chain the development of complex structures can be optimized.These topics are focused in the research project DigitPro and LeiFu as part of ARENA2036.

Due to decreasing innovation cycles, new technologies are implemented into new product ideas continuously faster. At the same time, well established manufacturers of goods are facing highly agile small and medium sized enterprises bringing new and innovative products to the market very fast. While this competition allows customers to select products fitting best to their demand and budget, producing companies are challenged with decreasing product life cycles, a higher product variety, fluctuating demands as well as strong cost pressure. As this so called mass-customization effect is more and more affecting also classical high volume-low variant markets, production systems which provide both, high productivity and adaptability, are required.

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In this article we present the necessary changes in production logistics of automobile manufacturing for the upcoming years. Based on the higher amount of car models and the continuing growth of variations in the premium car segment, it has become difficult to produce vehicles economically using Henry Ford’s idea conveyor-based techniques. While this method has advantages regarding the high amount of output, changes will be necessary in order to cope with high variant productions tending to lot size one. Therefore the research project ARENA2036 (Active Research Environment for the Next Generation of Automobiles) and specifically the members of the “research factory” is focuses on developing new concepts for assembly and logistics including technologies such as human-robot interaction (HRI), virtual security fences and transparent information.This paper describes the recent research results while illustrating upcoming changes in production logistics for the automotive industry.

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Why RDE? The wording real driving emissions was created due to the growing discrepancies of vehicle emissions measured by the laboratory tests NEDC (New European driving cycle) and emission results from “real driving” on the road. In these NEDC tests on a roller test bench are no uphill driving, slopes, additional accessories like climatic control, seat or window heating included. This was neither regulated by the EU nor tested at a certification and let to discrepancies between test and real live emissions. Next to that, the average acceleration at the NEDC test procedure is calculated with 0.324 m/s2 and a maximum speed of 120 kph is tested, which is not representative for normal driving in countries with higher speed limits.Due to these circumstances the NO_X emissions and CO₂ measures at real live exceed currently the limits measured at the NEDC on the roller test bench.

The new test procedure [7], which is planned to be introduced for the new legislation for passenger cars in September 2017, has significant impact on future calibration approaches. Especially the measurement of exhaust emissions on the road leads to a major increase of boundary, ambient and testing conditions to be considered.

Three new vehicle concepts in the field of transport are being developed at the German Aerospace Center (DLR) as part of the Next Generation Car META-project: Urban Modular Vehicle, Safe Light Regional Vehicle and Interurban Vehicle. In the submitted contribution, the focus lies on the development and application of a method for determining the vehicle concept and body in white construction for the Urban Modular Vehicle.With the electrification of cars, there is an opportunity to redesign the vehicle concepts and architectures of future vehicles. In the development of electric vehicles, the integration of new components (e.g. the volume and mass-intensive batteries), provide increasing demands on the overall vehicle design and vehicle packaging.By matching the arrangement and the integration of components for the Urban Modular Vehicle, a functionally integrated and modular body structure design is being developed. In the structural development phase, the methodological approach, which describes the complete development, employs various optimisations for the load path aligned design and modular structure design. The body structure concept from the Institute of Vehicle Concepts in Stuttgart is based on the purposeful use of different materials for the purposes of multi-material construction and can show advantages over conversion designs.

The limited installation space in the vehicle presents a challenge within the framework of the total vehicle design already in the phase of predevelopment. The complexity increases because of additional new components and systems, and the question of their integration into the vehicle as a whole increases this challenge. As a result, the objective appears to be a quantification of possible package variations in order to determine an optimal solution from both the technical and economical as well as the customer’s point of view.Factors influencing the packaging in the design of the complete vehicle are the design features like the vehicle concept including the dimensional concept and ergonomic requirements. The functionality of the system to be integrated has also be a given as well as the function of the entire vehicle. Requirements in regards to service, production capability of possibly already existing facilities and costs are other factors influencing the package design.The assessment model introduced in this paper includes five model groups: design, function, system, costs and market. These are further divided into main- and subgroups each, which eventually define the valuation parameters that are used to determine the overall grading of the vehicle package. This allows an overall package quantification.

In recent years vehicles were going through massive changes with regard to powertrain structure and driver assistance systems. The percentage of hybrid electric vehicles and electric vehicles is slowly but steadily increasing. In contrast, the architecture of the brake system and its basic layout has only been subject to minor changes over the last 60 years. A centralized architecture, which was driven by the combustion engine as solely energy supply source on the one hand and the driver directly connected through the brake pedal on the other hand, has been established and optimized over the last decades.

„The Formula Student competition is for students to conceive, design, fabricate, and compete with small formula-style racing cars.”Formula Student is the European answer to the American Formula SAETM that was launched in the United States in 1981 by the ‘Society of Automotive Engineers’ as college competition series. Based on the American model the Formula Student was launched in 1999 in Great Britain. The rules are very similar to those of the Formula SAE so that the teams can participate in events of both competition series. The European competition series also added the areas of project management and project presentation. Since 2005 also Italy is running an event and in 2006 the Formula Student Germany took place for the first time on the Hockenheimring. In the moment there are ten official events worldwide. The significant increase of participants around the world and especially in Germany proof the success of Formula Student.

What drives an IT-consulting company as bridgingIT to convert its fleet to the greatest possible share of electric cars? What do you need therefore and what has to be considered? Which challenges arise? What is the economics of this plan look like? May this even be more economically than expected, since the operation of electric cars actually is cheaper?

The success of electro mobility depends on its sustainability for daily use. The integration of electro mobility will be supported by the benefits compared to existing mobility solutions and infrastructure. Currently, integrated concepts, models and methods for systematically evaluation of electro mobility’s adoption under different criteria are missing. Thereby, regarding at electro mobility as well as neighbour domains is important.

Alternatively-powered vehicles are coming into the focus of public awareness, not least because of the VW emissions scandal. The emissions standards for conventionally- powered vehicles (ICE) are becoming ever stricter, in order to achieve stringent environmental and climate protection targets. In order to adhere to future emissions standards, the demands on exhaust gas aftertreatment processes continue to increase. This is at the expense of the ″Total Cost of Ownership″ (TCO) as well as the specific fuel consumption. Initial projections predict a competitive disadvantage for compactclass diesel vehicles of up to 5000 euros (over an assumed life cycle of 10 years) when compared with petrol, hybrid and electric vehicles [1].

Small street sweeping machines are important for a clean city. A permanent use guarantees clean sidewalks and public spaces and shapes thus considerably the overall picture of a modern metropolis. However, these uses have significant impact on the environment. There are not only CO₂, NOX and PM10 ejected, it will also increase noise emissions. The switch to electric mobility can locally reduce these emissions and allows additionally low-noise operations.But the changeover to electric mobility carries high risks and costs. To estimate costs and possibilities a full vehicle simulation can be helpful (e.g. for designing battery size, planning tours).In the project EBALD, a small electric street sweeper will be realized by the Laboratory of Electric Mobility from the HTW Dresden.Based on collected field-data, collected during the project a simulation tool for substitution analyzes was realized. Using this tool, it’s possible to say, which conditions must be fulfilled (e.g. position of charging stations) to realize environmentally friendly and future-oriented cleaning concepts.This paper includes a structural approach of such a full vehicle analysis.

Individuality and lightweight are essential strategies in the automotive industry, which have to be considered in each part of the development process [1]. For reaching the request for individuality and being efficient, the use of modular systems and product families is inevitable. Focused on the engine development this means, that the application range of an engine and the requirements for the construction increase significantly. An engine is nowadays used for several vehicle series whereby a wide performance range has to be covered as well as the materials have to be used up to their limits for reaching the lightweight targets, but not risking any damages or failures. Furthermore the engines get more complex and more powerful, which can be seen in figure 1 and figure 2. Figure 1 shows a 4-cylinder engine from the 1980s with a maximum performance of 72 kW and 230 Nm. Figure 2 shows an actual 4-cylinder engine with about 150 kW and 500 Nm. In this comparison the increasing specific power and the lightweight engineering in newer engines is well illustrated.

Valve train variabilities at Diesel engines are a current topic both in light vehicle applications as well as for commercial vehicles. In the last years, both applications were investigated by Forschungsvereinigung Verbrennungsmotoren [1], [2]. There are series applications for light vehicle engines and for medium duty truck engines [3]. In heavy-duty truck engines, variable valve trains are currently only used with engine brakes.

Low end torque enhancement for turbocharged engines is now more important than ever due to upcoming new regulations after Euro 6 with real drive emission application. With further trend to reduce the weight of next cars generation, there is the need to adapt and reduce continuously the size of engine and its components to find good trade-off between engine size, vehicle performances, fuel consumption and costs. This paper is describing how air intake systems can be optimized taking into account the particularity of small turbo charged Diesel engines of passenger cars. The novelty of the paper is to address the benefit value thanks to the optimization of interaction between all stand-alone components like turbo chargers, charge air coolers, ducts and air intake manifolds. It is described and demonstrated thanks to both simulation and testing, how switchable volume and length can help the performance improvement while reducing the engine displacement. As resonance charging is the physics used here to help low end torque improvement up to more than 10 percent for 4-cylinder engines, and even more for 3-cylinder engines, a special new design of a switchable air intake system is shown, giving good performances in terms of pressure waves propagation and pressure loss. Tests on prototypes made on engine bench are showing the benefits of such a concept compared to state of the art. The complete air intake system composed of plastic parts routing the air from the charge air cooler to different charges air ducts geometry will offer at the end a new possibility for increasing volumetric efficiency thanks to resonance charging also for small turbocharged engines, at a reasonable cost. Also for new turbo charged gasoline engines, as real drive emission could impact scavenging and air/fuel ratio control in a wider engine operating range. In this case again, resonance charging thanks to air intake system geometry could be a way to compensate lack of performance especially at very low engine speed.

Today restrictions on pollutant emissions are forcing more and more the use of catalystbased after-treatment systems both in SI and in Diesel engines. The application of monolith cores with a honeycomb structure is an established practice: however, to overcome drawbacks such as poor flow homogenization, the use of ceramic foams has been recently investigated [1,2,3] as an alternative showing better conversion efficiencies (even if with higher pressure losses).The scope of this paper is to analyse the effects of foam substrates on engine performance. For this purpose a 0D “crank-angle” real-time mathematical model developed by the Authors [4,5] has been enhanced improving the heat exchange model of the exhaust manifold to take account of thermal transients and adding an original 0D model of the catalytic converter to describe mass flows and thermal processes.The model has been used to simulate a 1.6l turbocharged Diesel engine during a driving cycle (EUDC). Effects of honeycomb and foam substrates on fuel consumption and on variations of catalyst temperatures and pressures are compared in the paper.

The steering system is one of the primary controls for a vehicle. With the increase in driver assistance the demands of this subsystem have drastically increased. This has brought along much greater control intelligence. As with some assistance functions, autonomous driving requests a front steer angle for the vehicle to conduct a manoeuvre. The front steer angle is realized through the position control of the electric power steering (EPS). Thus far, the control of EPS systems in literature has focused heavily on generating a desired driver hand torque as is shown in works by Mehrabi et al. (2011), Fankem et al. (2014) and Dannöhl et al. (2011). The absence of a driver in the loop yields new challenges for control of an EPS. For instance, autonomous driving means that the steering wheel is free moving without the hands of the driver to control it. The resonance frequency caused by the free motion dynamics has an adverse effect on the position control. Moreover, both internal and external disturbances which are normally compensated by the driver have to be regulated by the EPS controller. Work by von Groll et al. (2006) shows that the most of the relevant frequencies for driver’s inputs are below 4Hz. This is the frequency range where the controller should perform well in order to achieve all the relevant manoeuvres. Additionally, the steering wheel should move in a smooth and non-erratic way.

Within a few years, electric power steering (EPS) almost completely replaced hydraulic steering assistance in all vehicle segments. This is largely due to a more compact design – because the hydraulic unit is no longer needed – and a significant reduction in fuel consumption for the end customer. [1]The EPS is becoming increasingly important as a central actuator in an electronic ECU network for vehicle guidance. This means the whole EPS system must be extremely reliable. Errors with a high potential for danger must be avoided at all costs: An important parameter is the probability of failure (Failures in Time, FIT rate) of the electronics module in the steering system. This is the main focus of the cooperation between Robert Bosch Automotive Steering GmbH and the FKFS. The aim of the project is a reliable prediction of the probability of failure under realistic operating conditions for the EPS, when used by the end customer (“Real world driving”).

In recent years, the amount and level of requirements for component development in automotive industry has severely increased. This also applies to electric power steering. On the one hand, steering dynamics and driving feeling are to be improved continuously. On the other hand, the components are getting more and more complex, especially because of enclosed actuators and electronic control units (ECUs). Advanced driver assistant functions like lane keeping, stability programs and parking assistants have to be implemented. Furthermore, the communication and interaction of the different control units in a vehicle get more and more complex. Besides all this, the number of variants is increasing, while the development cycles are getting shorter. In order to assure the fulfillment of the requirements, also the effort of component testing has to be significantly increased.

The development of lifting assistance devices that moves the parts from one position to another position independent of the geometry of the part is an important task within the industry. Solving this task supports companies of every size. One of the most important indicators for the use of handling devices is the acceptance of the operators. For example, no operator will use a manipulator, if the lifting assistance device is slowing the operator down or the use of the tool is too complex. J. Schmalz GmbH was looking into developing a standard product that has the maximum freedom and flexibility in gripping the product and has at the other hand all the advantages of a standardized product.

Due to the demographic change, the requirements of generation Y as well as the rising proportion of women, the automobile industry is facing new challenges. The reduction of physical stress and the improvement of the workplace attractiveness are of special importance. In order to face these challenges in an active way, the AUDI AG initiated the ergonomics strategy “Wir für uns. Aktiv in die Zukunft“ in 2013. The goal of the field of action „The workplace of the future“ within the ergonomics strategy is the identification, pilot testing and development up to serial production readiness of new ergonomics tools. The active involvement of affected employees is highly important for the acceptance of ergonomics tools. In this context Audi started diverse projects in 2014 which will be discussed in detail below.

The physical work in automotive assembly plants can often be characterized by repetitive movement patterns. In combination with a continuous mechanical loading of the biological tissues that are involved in the movement patterns, overuse injuries may occur as a result. Therefore, it is the aim of modern ergonomic approaches to a) identify the tasks that are involved in overload accumulation, b) to quantify the (induvial) biomechanical loading of the subjects in the assembly situation and c) to develop strategies to counteract overuse injury accumulation. This presentation reviews an applied biomechanical analysis concept behind the above mentioned background. Furthermore, it summarizes the results of a study investigating the biomechanics of overuse accumulation in different clip assembly techniques.

Ergonomics and prevention of work-related diseases are an increasing issue in many companies. The demographic change, “War for Talent”, political demand, financial benefits and upward healthcare expenditures are the assumed reasons, why an increasing of this issue is being expected by German companies (Booz & Company 2011). In Germany musculoskeletal diseases (MSDs) are the most frequent reason for incapacitation for work (DAK Forschung 2014).To lower injury rates and MSD incidences, the goal of ergonomics is to design work tasks fitting to the worker, respecting the capabilities and limitations of the human body.

Due to the limited availability of fossil fuel resources and negative influences of the growing transport sector, legal regulations have been approved to reduce emissions of passenger cars. These targets can be reached by partially electrifying the vehicle’s drivetrain. Hybrid Electric Vehicles (HEV) also allows meeting future requirements and they are expected to bridge the gap to Battery Electric Vehicles. For this reason, there are many types of HEV with very different drivetrain layouts. Existing HEV commonly show a high degree of hybridization, e.g. Full HEV or Plug-In HEV, and are based on existing vehicle designs. They enable high electric ranges and offer different operating modes. Although these HEV are ecologically beneficial and possess high driving dynamics, they are not competitive with conventional vehicles since their development and fabrication processes are more expensive. Electrical components as well as batteries have to be integrated into the vehicle. In addition, an operating strategy has to be developed. Thus, it is impossible to retain the vehicle design and the price at the same time.

Hybrid Electric Vehicle Energy Management (HEV-EM) is being extended beyond the standard power/ torque splitting formulations to accommodate conflicting objectives such as fuel efficiency, battery aging and engine-out emissions. Pareto front based approaches are employed for Design of Experiments (DoE) -based calibration of deterministic rule based HEV-EM strategies using offline optimization [1]. Vehicle connectivity and Plug-In Hybrid Electric Vehicle (PHEV) have changed the system boundary conditions for the EM problem. Increased awareness of real driving efficiency, data availability during operation and advances in computation has motivated the application of online-optimization based strategies [2]. The focus had been on extension of Equivalent Consumption Minimization Strategy (ECMS) with additional dynamics, optimization criteria and constraints. This approach faces challenges such as availability and inaccuracy of the modeled dynamics as well as handling of adjoint state dynamics [3].This paper proposes an alternative method to optimize engine on/off state and torque split between the energy converters using predictive information within a limited time horizon by extending the Model Predictive Control methodology [4] based on direct optimal control. An important advantage of the method is that it does not require explicit modeling of the additional dynamics in addition to its ability to handle state constraints directly and its real-time capability. Further, the proposed method is flexible in handling change of control objectives as well as variation of control weighting and reduces calibration effort due to reduced number of functional parameters. The advantages of this methodology will be demonstrated exemplarily with a 2-cylinder Combustion Engine Assist (CEA) PHEV powertrain EM as a use-case considering battery stress and aging.

Developing electric drive systems for hybrid or electric vehicles requires modeling in the magnetic, mechanical, electrical, thermal, and control domains. MTS Systems Corporation has successfully designed and built many electric drive systems for the highest levels of motorsports, including Formula 1, Le Mans and Formula E. Through this experience, MTS has created the necessary modeling and simulation tools for rapid development and optimization of electric drive systems, and the test lab to verify these models. This paper presents MTS’ rapid development process for electric drive systems, which includes Finite Element Analysis, Control Design, System Simulation, Data Analysis, Hardware Design, Code Generation, and Testing & Verification.

By using conventional manufacturing methods, hybrid lightweight composite structures are formed in multi-level and therefore cost-intensive process chains and are assembled in additional production steps like gluing or welding. From a processspecific view, you can reach the greatest cost savings at large-series products by having the shortest possible cycle time. In collaboration with project partners (Evonik Industries AG, Toho Tenax Europe GmbH, Johnson Controls GmbH, RWTH Aachen University, Institut für Kraftfahrzeuge (ika) und Institut für Textiltechnik (ITA)) process integrating production methods have been developed at HBW-Gubesch Thermoforming GmbH for the project CAMISMA (Carbon fibre/Amides/Metalbased Internal structure-component in the Multimaterialsystems-Approach). These methods are combining forming-, master forming- and joining processes in one procedural step, whereby a high level of functional integration is reached. In combination with a low material input / material efficient and weight optimized lightweight design and by using energy efficient materials, it is possible to produce lighter and costoptimized components.

Since 2012 Outokumpu developed a new lightweight steel group, called Forta Hseries, to its large industrial series readiness. The chromium-manganese alloyed material group (MnCr steels) is characterized by its full austenitic microstructure in combination with a special hardening effect which enables ultra-high strength properties and enormous energy absorption during crash. The Forta H-series is applicable over the complete automotive process chain because of its good similar and dissimilar weldability, a high formability for complex forming parts and a good paintability as well as a good corrosion protection system. The new austenitic material group makes a big contribution for higher passenger safety in future lightweight vehicles like passenger cars, commercial, agricultural or railway vehicles. Concurrently the material fulfills the social expectations in point of CO₂ emission reduction and recyclability.

An increasing interest in weight saving and lightweight construction can be seen over the last decade, not only in typical lightweight sectors like aviation, but also in almost all industrial fields. These new trends feature new applications with new requirements for materials in contrast to traditional engineering materials like steel, titanium or aluminum. Fiber reinforced polymers have become commodities. Especially carbonfiber- reinforced-plastics (CFRP) offer excellent specific mechanical properties. The low density in combination with superior strength and modulus feature them as the ideal construction material for lightweight applications. In some areas of application, polymer matrix composites (PMC) reach their technical barriers. The main limiting factor is the slight thermal stability related to the polymeric matrix. Standard matrix materials for these composites are epoxy or polyester. They are usable up to about 120-200 °C. High temperature polymers can increase the usable temperature window up to 350-380 °C. This increase in thermal stability is bought with a decoupling of costs for matrix material and processing. Typical high temperature polymers are cyanate esters, polyimide (PI) or poly-ether-ether-ketone (PEEK). These matrix materials offer decent mechanical properties also in the intermediate temperature range. The main disadvantage is their price level. Actually they are priced between ten times (PEEK) up to 100 times (PI) higher than epoxy matrices. Therefore high temperature polymers are only interesting for special applications in aviation. Common to all polymeric matrices, both standard systems and high temperature polymers, is the flammability. Therefore applications in hot gas and fire retardant environments are scarce. The addition of flame inhibitors can help in certain cases. Typical additives are aluminum- and magnesium-hydroxide, zinc borate, etc.. Most of them emit toxic products while flame retarding.

Charging systems for electric vehicles, which are capable to re-charge high-voltage batteries in short load times become more and more important for introduction and acceptance of e-mobility. Therefore in the industry the effort had been increased to specify and develop DC (Direct Current) fast charging systems of the new generation, especially with increased charging power and decreased load times.Installed DC Charging systems today based on CCS (Combined Charging System) or CHAdeMO (CHArge de Move, DC charging standard, Japan) provide a maximum of 50 kW charging power. The roll-out of the Supercharger of Tesla shows that fast charging systems with charging power above 100 kW are feasible and usable by normal users.According to the existing international standards (IEC 61851, IEC 62196) charging systems based on CCS with a maximum charging power of 170 kW (850 V, 200 A [4]) can be developed. The necessary technology to perform charging systems with charging power above 170kW is available. Existing standards can be extended respectively.For implementation an agreement is required regarding the new extended limits above 170kW for maximum charging power, charging voltage and current. Based on the agreed maximum values all involved companies (automotive industry, charging station manufacturer, energy provider) can contribute properly to the solution. For example the power supply access (today mostly low voltage access) will be a medium voltage access in the future for fast charging systems with higher charging power. Charging with higher charging voltages and currents require new solutions in charging stations, load cables and electric vehicles. Some of the system components will become larger and heavier. Power loss in the charging circuit increases with increasing charging power and causes higher temperatures. Built-in methods to perform electrical safety are mandatory to avoid damage of persons or of property.DC fast charging systems with charging power far beyond the installed systems today are feasible using available technology.Beside the challenges to provide the technical solutions for the fast charging systems additional enhancements in the international standards have to be included to ensure international market introduction.

Um Elektromobilität flächendeckend zu etablieren, ist eine möglichst umfassende Kompatibilität aller Elektrofahrzeuge und Ladesäulen notwendig. Ein einheitlicher Standard vermeidet redundante Ladeinfrastrukturen und erhöht durch einfaches Handling die Akzeptanz der Nutzer für die Technologie. So wird beispielsweise das Mitführen von Adaptern überflüssig. Auch das Testen wird erheblich vereinfacht, da nicht mehr diverse Kombinationen von Fahrzeugen und Ladesäulen geprüft werden müssen.

With the rising number of electric and hybrid vehicles the demand for customerfriendly and innovative solutions for the charging infrastructure is growing steadily. Furthermore, future autonomous driving and parking vehicles are calling for new approaches regarding to battery charging. Nowadays electric vehicles have to be charged by hand. In other words, someone has to connect the charging cable with the charging socket of the vehicle. This paper deals with automated charging systems for electric vehicles. In order to realize tethered charging a fully automated system supports the complete process. The first part of work explains advantages of automated conductive charging systems regarding to other automated concepts and why such systems are needed. The second part deals with an investigation of the state of art. Thereby it is evidenced which systems are already developed and published. Afterwards, challenges and problems behind automated conductive systems are shown. Thereby the individual problems are analysed and illustrated. Finally, an initial concept for automated charging station is presented and discussed as a solution charging multiple and various types of vehicles at public parking facilities.

The optimization of the boosting system plays a significant role in the evolution of gasoline and diesel engine towards increased fuel efficiency and reduced emissions.Based on considerations to improve the functionality of boosting systems on diesel engines, intake throttling for low pressure exhaust gas recirculation (LP-EGR) enhancement and pre-swirl creation for the turbocharger compressor were combined in a newly designed component. This new device, the Inlet Swirl Throttle (IST) is located at the compressor inlet in the intake duct upstream the LP-EGR introduction. By closing the valve vanes, a pressure loss and a swirl motion are generated simultaneously. The swirl motion of the IST outlet flow field impacts the boosting performance while the variable pressure drop influences the driving pressure difference for the exhaust gas in the LP-EGR loop. A pre-swirl flow upstream the compressor can widen compressor maps and increase compressor efficiencies. When applying LP-EGR, compressor efficiency is increased by improved mixing of the recirculated exhaust gas and fresh air.Extensive engine and turbocharger test bench investigations were carried out to quantify the performance benefits for the turbocharger and the overall engine in steady state operation. An EGR operation strategy was implemented and used for transient engine tests.

The improvement of efficiencies is a major objective in the development of modern concepts for internal combustion engines. The mechanical efficiency, besides the thermodynamic efficiency, contributes considerably to fuel consumption and exhaust emissions. The piston group, consisting of the piston, the piston rings, the lubricant and the cylinder liner has, depending on the engine type and operation point, the highest proportion of the mechanical losses. The tribology of the piston group, however, depends regarding the piston stroke and the working cycle on varying boundary conditions.This paper focuses on this aspect by using locally microstructured cylinder liner surfaces. Moreover, a new developed Floating-Liner Measurement System for crank angle resolved piston friction force measurements is presented, being applied to a heavy duty research engine. The experimental results show, that by applying microstructures in the TDC and BDC of the liner, a substantial reduction of friction force peaks by up to 78% can be achieved. A significant dependency of the achievable reduction has been found from the microstructure density per area.

MANN+HUMMEL is the current world market leader in automotive filtration. Following our premise “Leadership in Filtration”, we aspire to provide state-of-the-art intake air systems, filter element concepts and materials to all our customers around the globe.This paper features a review of our newly released generation of MICROGRADE A-S filter media grades. These materials are fully synthetic nonwovens specifically developed for passenger car applications. A performance comparison with conventional, cellulose-based filter elements is provided. Filters equipped with nonwovens can achieve significantly higher dust capacities (and thus higher service intervals) than their cellulose-based counterparts. However, nonwoven filter media have a more limited range of operating conditions, as their efficiency deteriorates stronger at excessively high filtration velocities than that of cellulosic filter materials. Synthetic elements must be designed carefully to deliver the highest possible lifetime while complying with the efficiency targets. The new MICROGRADE A-S media enable MANN+HUMMEL to deliver such high-performance solutions for a wide range of applications.Nonwoven media are a comparatively “young” material group in engine air filtration. Today, they still offer great development potential. A positive outlook can hence be cast for the market share evolution of nonwoven elements within the next decade.

Climate protection projects of the European Union provide a gradually reduction of CO₂ emissions from new cars in the next years. The targets caused so far numerous measures which resulted in an improved efficiency of new vehicles. As part of the search for further improvements the utilization of residual heat gets increased into focus. For this reason OEMs and suppliers work intensively on innovative concepts for heat recovery.

The available energy in electric vehicles – in particular under winter conditions – is needed in approximately the same extent for propulsion and air conditioning. The achievable range of electric vehicles is a key factor for their attractiveness. Therefore, new components are required, allowing optimum distribution of thermal energy in the vehicle with minimum electrical power consumption. This paper will show how to minimize the consumption of electric power for vehicle air conditioning compared to current solutions. The objective of the presented work is an efficient cooling and air conditioning system which is based on an indirect heat-pump with an optimized valve concept. Thereby a reliable, cost-effective and energy-efficient air conditioning of the passenger compartment is possible. The system costs are kept low by a modular design strategy, applicable both to new and to conventional drive systems. A further reduction of the power consumption of the HVAC system and thus potential decrease of the battery costs of this system can be achieved, among others, by an increase of the portion of recirculating air. However, due to the recirculation of the air the moisture emission of the passengers is removed to a lesser extent. The resulting increased tendency to fogging on the vehicle windows is detected by a novel fogging detector and thus free visibility and safety is guaranteed.The heat exchangers of the indirect heat pump system were researched and experimentally investigated at MAHLE. The coolant valves used in the heat pump system were researched at Bosch. The heat balance of the passenger compartment and the increase of the portion of recirculating air in heating modes were examined by Daimler. The results of these studies have been used by sitronic to investigate the fogging sensor. To provide the evidence of the effectiveness of the measures in thermal management an overall vehicle simulation is carried out at FKFS.This paper is a summary of the results of the project “Ganzheitliches Thermomanagement im E-Fahrzeug – GaTE (Holistic Thermal Management in E-Vehicles)” within the framework of the Cluster of Excellence “Electromobility South-West”.

Due to their high power density and their high level of efficiency, permanent magnet synchronous motors (PMSM) are particularly advantageous as a traction motor in battery- electric sports cars [1]. The low but unavoidable power losses operate like internal heat sources and lead to a heating of the motor. Short-term overloads are possible, but cause the component temperatures to quickly rise. As a consequence of permanently high loads, for example when driving on a race track, components can reach critical temperatures. In this case, the power of the motor must be reduced in order to avoid irreversible damage of the motor. The critical components in PMSMs are the windings and the permanent magnets.

The potential contribution of light-weighting to reduce transport energy consumption is regularly evaluated by industry and academia when the introduction of new materials or manufacturing technologies offers new opportunities.Ultra Light Vehicles (ULV) intrinsically have a better efficiency due to their improved transport capability per vehicle mass but they can also achieve good driving dynamics performance thanks to the reduced mass.However, the design of ULV sharing the same road with heavier cars represents a complex technical challenge for achieving acceptable safety levels, in particular when the vehicle is fully electric. Side by side with the technical solutions, a tailored business model must be considered to ensure a proper exploitation of project results.AMBER-ULV project has received funding from the European Union’s Seventh Framework Programme for research, technological development and demonstration under grant agreement no 604766 and aims to develop and integrate several innovative solutions embracing active and passive safety, powertrain efficiency and dynamic performances according to GC.SST.2013-3 “Future light urban electric vehicles” theme.The developed prototype aims to be the baseline for different electric vehicle configurations targeting both passenger transport and commercial applications.

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A traction system based on a dual-axle, dual-motor, dual-battery configuration is proposed for the AMBER-ULV car. Advantages of this solution and design criteria for maximizing performance in the whole speed range are given. A unique traction control system capable of generating the torque reference for both drives is also given.

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The clear motivation for using 48 volt technology in vehicles is the increasing importance of electricity as a flexible form of energy in vehicles. It can be implemented for both the powertrain and any components in the on-board power supply as a whole. Electrical power also offers other benefits, including an increase in the efficiency of available functionalities and the introduction of brand new functions.

Mercedes-Benz introduced the first plug-in hybrid electric vehicles in 2014, starting with the S 500 e an externally rechargeable hybrid with 33 km electric range. Hereinafter, additional varieties with 4-cylinder and 6-cylinder gasoline engines were released out of a modularly technology kit, scaling the internal combustion engine and the electric powertrain in line with the vehicle segment. This way electric ranges of at least 30 km were realized both in the SUV and premium segment. This paper covers the essential characteristics of the modularly technology kit and the different plug-in hybrid powertrains as well as the electric range requirements of the different vehicles. It further illustrates the operating strategy of the Mercedes-Benz plug-in hybrid vehicles and its application. In doing so, the rule-based operating strategy is described based on the main aspects of a fuel-optimal hybrid operation.

Currently, Toyota develops hybrid vehicles by performing design, prototyping, and evaluation of each hybrid system component (such as the engine, transmission, motor, inverter, battery and so on.) concurrently with the vehicle prototyping process. Each hybrid system component is then incorporated into the prototype vehicle at a later stage of development, during which the performance of the whole vehicle is evaluated and confirmed. However, if an issue is found in a hybrid system component in this final vehicle evaluation process, the component must be re-designed, prototyped, and evaluated before repeating the whole vehicle evaluation. This requires a vast amount of time, resources, and cost. In a worst case, the vehicle production schedule might even be affected.

Regarding the conflict among rapid traffic, economic growth, and increasing requirement for environment protection, the future mobility poses new challenges for the global automotive industry. Especially in China, which has the biggest automotive market in 2014 with 18.4 million new car registrations [1], the word “Green-Drive” plays more and more important role. The Chinese Government introduced ambitious regulations to push down passenger vehicle fuel consumption to 5L/100 km in the New European Driving Cycle (NEDC). With this regulation, the New Energy Vehicles (Battery- and Plug-In Hybrid-Electric Vehicles i.e. BEV and PHEV) are defined as the vehicles, which fulfill certain performance and driving autonomy (i.e. 50 km electric range in NEDC). The end-customers will be granted by significant bonuses for the purchase of such vehicles. The Chinese market of the New Energy Vehicles must be boomed in the next years. Taking the lack of charging infrastructure and the current battery techniques into account, Schaeffler has decided to build a demonstrator PHEV vehicle especially regarding the Chinese market, the Schaeffler China Concept Car (i.e. SCCC) [2].

Mercedes-Benz introduced the first plug-in hybrid electric vehicles in 2014, starting with the S 500 e an externally rechargeable hybrid with 33 km electric range. Hereinafter, additional varieties with 4-cylinder and 6-cylinder gasoline engines were released out of a modularly technology kit, scaling the internal combustion engine and the electric powertrain in line with the vehicle segment. This way electric ranges of at least 30 km were realized both in the SUV and premium segment. This paper covers the essential characteristics of the modularly technology kit and the different plug-in hybrid powertrains as well as the electric range requirements of the different vehicles. It further illustrates the operating strategy of the Mercedes-Benz plug-in hybrid vehicles and its application. In doing so, the rule-based operating strategy is described based on the main aspects of a fuel-optimal hybrid operation.

Enhanced tools for simulation and test of vehicle components enable to carry out many steps of the vehicle development process in a virtual environment. Driving simulators close the gap between virtual development and on-road test drives. They offer the possibility to experience future powertrain, chassis or aerodynamic components in an early stage of development and allow a virtual evaluation of variants. Due to their steady, on-going development, moving base driving simulators are increasingly integrated into the development process.

Safety needs Security. Functional safety and cyber security are increasingly converging. Critical functions with back-end and cloud services require that safety is considered together with security. Functional safety requires cyber security, whether it comes to vehicles, medical technology and automation. Here are requirements for safety and thus a comprehensible with consistent and continuous Requirements Engineering at its center. The aim of the integrated development of Safety and Security is to develop functions that react as robust as possible on technical and human errors as well as external attacks and so limit the risk of hazardous situations to an acceptable level.

The present article is dealing with the requirements and measures for an increase in availability of electric drives in general and electric assisted power steering application (EPS) in detail. Beginning with a brief explanation on the current state-of-the-art a system attempt is introduced to collect and differentiate appropriate technical and methodical solutions. Composition of different approaches towards suitable electric drive architectures requires detailed analyses on new and additional requirements. Therefore aspects like an appropriate level of assist in a degraded operation mode as well as quality and duration of assist after fault-occurrence are focused in an extensive manner. Consequences on EPS-application are finally discussed in a brief summary of an introduced drive-architecture.

The naturalistic driver behavior has an influence on many types of energy losses in chassis systems. Therefore it is important to know for analyzing methods to improve the energy efficiency. It is possible to record the usage of cars on different roads. It is necessary to post-process this data for investigations.This paper presents a method for generating driving cycles including longitudinal and lateral dynamics. Both cannot be neglected for chassis based energy losses. In contrast to the literature, the method is vehicle-independent, since it uses yaw rate and velocity.Driving cycles are generated using the Markov chain stochastic method and are evaluated with regard to their representativeness of the database using a quality criteria. This is composed of different values describing longitudinal and lateral dynamics. The validity is demonstrated through simulations of an extended two-track model.

Racecar operation typically takes place in the near-limit range of the vehicle’s tires. Drivers attempt to exploit all of a vehicles potential to achieve the minimum possible laptime around a given circuit.As the vehicles will run on racetracks with varying characteristics and environmental conditions, racing cars are designed to offer a broad range of adjustability with respect to handling properties. Suspension parameters such and camber and toe, as well as aerodynamic parameters such as wing position are examples of commonly adjusted parameters on a racing vehicle. Since development time schedules are tight and ontrack testing time is limited, a virtual tuning process for vehicle parameters is required to remain competitive. Laptime Simulations are widely used to provide laptime prediction as well as insight into the sensitivity of lap time to vehicle parameters. For this reason, lap time simulation procedures for setup optimization are of special interest [1]. Due to the fact that these methods are purely virtual with no involvement of a human driver, it is likely that there are discrepancies between the predicted theoretical laptime and the laptime which is achieved by the driver-vehicle system in reality. The discrepancies between simulated and actual lap time can be attributed to many details, for example inaccurate component modelling or insufficient consideration of handling characteristics. The research found in this article will focus on the latter example.

An SI-race engine’s performance depends largely on how the combustible mixture is formed. In light of severely restrictive technical regulations of the various racing series, the optimization of the mixture formation process is one of the few remaining ways to increase engine performance. Being the predominant injection strategies in SI engines, both direct injection (DI) at high fuel pressures and port fuel injection (PFI) with much lower fuel pressures show intrinsic advantages. Hence, the potential of a combination of said injection strategies in the context of a motorsports application was investigated in a joint effort by means of both an experimental and a numerical approach. The former was carried out at the Institute of Internal Combustion Engines of the Technische Universität München (TUM). The latter, a 3d-CFD-simulation of the gas exchange and mixture formation process, was conducted by the Forschungsinstitut für Kraftfahrwesen und Fahrzeugmotoren Stuttgart (FKFS). As the preliminary investigations revealed, the combination of said injection strategies seems to have increased engine performance by a marginal yet measurable amount, thus supporting the initial assumption that in a motorsports application the otherwise superior DI injection strategy has its limitations. Subsequently, the focus of this paper is to conduct a more thorough analysis to deepen the understanding of a combined injection system’s impact on the mixture formation process.

In this contribution a method called Online-DoE with Constraint Modeling (ODCM) for online experimental design is presented. The algorithm calculates a probability value during the measurement, if planned measurement points will be drivable or nondrivable. Therefore, points that are rated as non-drivable with a high probability will be skipped.The key innovation of the proposed approach lies in the online identification of a nonlinear global classification model which separates the drivable from the non-drivable input regions. As discussed in this contribution, the working principle of the proposed method can be distinguished from other online methodologies like Online Boundary Identification, Active Learning or Online Optimization.The Online-DoE with Constraint Modeling (ODCM) method has been established for several calibration projects at Bosch Engineering GmbH. The main goal of this algorithm is to improve the efficiency of measurements with space-filling DoE plans that are required for modeling and optimization. The functioning and the benefits of the proposed method are shown on simulations as well as with experimental results from engine test bed measurements.The following advantages of the ODCM method can be summarized:– Reduced measurement times.– Reduced effort for planning the experiment.– Good coverage of the drivability space.– Reduced risk for engine stoppage during measurement.– Better exploitation of test bed resources.

Since the invention of the internal combustion engine thermal management is an important feature. In the beginning cooling of performance engines had priority. Today the defining topics are rigorous emission targets, consumption targets and comfort. Using engine in cars a regularity of heating-up and cooling process occurs. For NEDC the warm-up can amount to an extra fuel consumption of 8-15 % (depending on the motor size).There are varieties of measures to support a better distribution of heat. The difficulty by decreasing development times and increasing costs is the selection of the best measures. So the simulative development is an important tool.The used coupled simulation area is divided into a thermal net of fluids and structures, a friction model and a consumption model. Calibration and verification of the model is supported by heat balancing, friction measuring and cooling curves by varying engine configuration. For a second loop of verification different thermal management concepts were integrated in the simulation. The finally calibrated model can be used to compare consumption potentials of varying measures for future engine generations with costs, package and effort. In this way the measures can consider at an early stage by the design department.

Small displacement, single cylinder engines with spark ignition are used as a low cost propulsion in many applications like scooters, motor cycles, small boats and handheld power tools. These engines follow two- or four-stroke principle and are usually realized with a carburetor. They represent an affordable and simple as well as durable propulsion technology, but concurrently their efficiency is low and emissions are high. Consequently, the share of these small engine applications of total emissions and fuel consumption is not negligible. Therefore, the demand to increase efficiency of these engines is rising and the development of suitable and cost efficient methods is required.

The energy source natural gas is the most promising alternative to the conventional fuels having beneficial properties like reduced pollutants and CO₂ emissions particularly suited for the SI engines. Nevertheless, this environmentally friendly propulsion is met with rejection by the customer due to the deficit in the number of refueling stations and lower power yield compared to gasoline engines. One possibility to raise customers’ acceptance is the improvement of the driveability by increasing the volumetric efficiency with CNG direct injection. However, such a combustion concept puts high demands on the injection system and mixture formation. Among others a much higher flow rate at low injection pressure is necessary which can only be provided by an outward-opening nozzle due to its large cross-section. But this valve concept with a hollow cone jet has a specific propagation behavior with gaseous fuel which completely differs from a liquid one. Thus, the present paper is focused on experimental investigations of the influence of such a jet shape on the mixture formation with CNG-DI. The experiments are performed using a two-cylinder SI engine at stoichiometric homogenous conditions. Additionally, the test-bench results are supported by measurements in a pressure chamber equipped with Schlieren technique and also by numerical 3D-CFD simulations. The last-mentioned ones are presented in a separate paper, named “3D-CFD Analysis on Scavenging and Mixture Formation for CNG-DI with an outward opening Nozzle” from Marlene Wentsch. Nevertheless, the experimental results show a sensitive response of the hollow cone jet to the surrounding combustion chamber walls and thus a significant role of this interaction for the fuel distribution and emissions.

On the basis of comprehensive experimental measurements, 3D-CFD analyses of CNG direct injection, using an outward-opening nozzle, were performed. Main objective of the presented work was the examination of influencing factors on the hollowcone jet propagation, fuel distribution and therewith directly associated back flow into the intake manifolds.For charged operation with scavenging, experimental investigations identified the injector needle tip protrusion, or mounting depth, as one of the dominating factors. By means of the conducted 3D-CFD simulations, assumed affect on the fuel-wallinteraction could be confirmed. It causes an expansion or collapse of the hollow-cone jet and determines the amount of fuel that is stored in the intake manifold and scavenged into the exhaust system in the subsequent operating cycle.During the numerical studies, a thorough definition of the spray angles to describe the hollow-cone jet shape turned out to be of utmost importance in order to ensure high quality and validity of the spray simulation. Schlieren images, taken in a constant volume spray chamber as well as measurements in a two-cylinder SI-engine, provided by Robert Bosch GmbH, served as a reference for injector and engine calibration and results validation.

The combustion engine continues to play an important role in realizing mobility solutions, while legal requirements calling for lower emissions and consumption make it necessary to advance the technology further. In light of the already high level of development maturity exhibited by the combustion engine, not only do individual components need to be improved; the way in which they integrate and work with each other must also be analyzed.

With conventional combustion processes there remain unused regions with air between the injection jets. To utilize these a 14-hole nozzle and a nozzle with 6 smaller and 6 larger spray hole diameters were developed. Both nozzles show strongly increased soot emissions. The optical analyses reveal improved air utilization during the main injection which leads to higher local combustion temperatures for both. The higher temperatures support the soot formation. In the later stages of the combustion the new nozzles show poorer air utilization than the references. The reference nozzles show a distinct backflow of the combustion from the piston bowl which improves the air utilization and support the soot oxidation. With the new nozzles this is less developed because of a lower spray momentum due to the smaller spray hole diameters.

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During the last decades, production and manufacturing systems have experienced a profound transition: from manually built and tested to virtually designed and validated. This is particularly true for the automotive sector, but also applies to other industries worldwide. One key technology enabling this transition is the process of Virtual Commissioning (VC). Virtual Commissioning was introduced with two main goals in mind: i) to shorten the time for design and commission of novel and modified production lines and ii) to detect and remove construction errors and failures of operation at an early stage. Although tremendous progress has been made during the last years, there are still several shortcomings that impede or even prohibit a seamless and automated VC process. Of note here are insufficient descriptions of the (physical) behavior of installed mechatronic components, a rather rudimentary characterization of their kinetics, an inappropriate handling of their interactions, and a lacking methodology for automatically testing the newly built plant. The research project AVANTI aims to address these deficiencies by developing standardized descriptions of mechatronic components, by integrating physics-based simulations into the VC process, by automating test generation and execution, and by defining a seamless, standard-based CAx tool chain.In the first part of the present work, we motivate the process of Virtual Commissioning and exemplify its role and importance in the automotive industry. After that, we introduce the AVANTI research project, its central objectives, and initial results. Here, we emphasize descriptions of mechatronic components and the outstanding role standards play in this chore. We further present aspects of test generation and how to automate this task. Finally, we summarize the project and conclude with a brief outlook on future work.

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With safety, quality and environmental values in mind, Honda has been striving to develop “Fun to Drive” vehicles seriously for customers’ satisfaction. This is clearly rooted in the Honda Philosophy; “the Three Joys” (The Joy of Buying, The Joy of Selling and The Joy of Creating) established by the founder of our company, Soichiro Honda (Fig. 1). With this philosophy, we have created innovative products with new customer value and unique world’s first technologies. This paper introduces examples of those products and technologies. Some insights of Honda’s future technology vision for enhancing customers’ “Joy of Driving” will be shown.

Fun to drive, styling and quality belong to the top customer preferences for premium automobiles, particularly in the sport and luxury segment. Therefore, vehicle dynamics and performance have always have major attributes in vehicle development. Especially in urban areas, however, traffic has been increasing significantly over the last decade. More and more, drivers find themselves in stop-and-go situations, where the active part of driving and enjoying the dynamics of the vehicle is strongly reduced. Therefore, driving comfort and driver assistance are gaining more and more importance. Furthermore, severe CO₂ and emission regulations lead to a strong shift towards E-mobility technologies in the entire automotive industry. The weight of traction batteries causes a significant increase of overall vehicle weight, which has a negative impact on driving dynamics. In view of these trends and other megatrends, fig. 1, one can ask the question, if fun to drive and performance will keep their meaning as major attributes in product strategy. This paper intends to discuss some aspects of this in more detail.

Automotive game-changers and their effect on automotive industries, especially on technical developments and innovations, have been discussed deeply for several years. On the one hand there are increasing requirements coming from various technical fields like CO₂ emissions, legislation, etc., on the other hand the expectations and demands of customers increase as well. The continuously rising connectivity and digitalization of our daily life leads to interesting challenges for car manufacturers and creates high degrees of innovation in different fields. This paper gives an overview, what kind of challenges and fields of innovations have to be emphasized from a chassis point of view.

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The automotive industry, like many other sectors, is significantly changing. Besides emobility, light weight construction and smart materials, digitalization is one major driver of change. Online services like real-time traffic information are already a major differentiating factor in the automotive industry. According to a forecast from Gartner, there will be over 250 million cars with wireless internet connection by 2020 [15]. The Connected Car will more and more be connected to its smart environment and become part of a complex system-of-systems, which will cause new challenges in development.The aim of this paper is to identify challenges in the development of the Connected Car. To achieve this, an empirical study was undertaken. Data were collected during interviews with experts and via an online survey. Overall, 45 Experts with experience in the Connected Car domain participated. From the identified challenges, 5 fields of action for research and industry have resulted. This work aims to give recommendations for the adaption or development of new processes, methods and tools for the Connected Car domain in order to be more effective and efficient in future development.

As traffic density is increasing, determination and optimization of energy consumption of vehicles can no longer be considered in isolation to their reactive environment. Optimization of energy efficiency is a connected issue of considering interactions between vehicles in their tactical vehicle-environment. In this paper we present a definition of tactical vehicle-environment on multilane roads and introduce the term connected efficiency. The connected efficiency facilitates the quantification of energy efficiency across several vehicles. The utilization of connected efficiency is shown in a simulated highway scenario.

The European Commission (EC) as well as the United States Environmental Protection Agency (EPA) published legislations to regulate vehicle related emissions to reduce greenhouse gas emissions in order to reduce global warming. The Worldwide harmonized Light vehicles Test Procedure (WLTP) defines a global harmonized standard for determining the fuel consumption of passenger cars and light commercial vehicles. Thermal management of the powertrain lowers fuel consumption during the warm-up phase by getting quicker to operating temperature. An efficient heat flow distribution requires components optimized for thermal management.This paper will investigate various optimization potentials for a standard engine coolant radiator used in mid-sized vehicles. A radiator optimized for heat transfer as well as packaging was used as a baseline radiator. Factors considered include heat transfer, coolant side pressure drop, air side pressure drop, and packaging of this radiator optimization. Main target was to optimize coolant pressure drop of the radiator without compromising heat transfer performance nor air pressure drop. This paper further reviews the test results obtained by this study, describes the applied approach for Computer Fluid Dynamics (CFD) and the selected parameters for the Design of Experiment (DOE).

Thermal management simulation plays an important role in the field of automobile development for more than 20 years now. Many key achievements were enabled or at least improved by the use of this tool. Over the years, thermal management simulation itself has changed and developed significantly. Looking back on this progress as well as the analysis of the current status may allow an outlook on the future trends and challenges of this exciting discipline.

Waste heat recovery represents a promising way to improve the utilisation of primary energy of modern internal combustion engines in order to increase overall efficiency. In thermodynamic analyses so-called Organic Rankine Cycles (ORC) have proven to be particularly suited for this application. The implementation of an ORC system in an automotive application requires new development of key system components necessitated by the low thermal power loss and the small installation space. In addition, a powerful tool for evaluation and optimisation of the ORC system components is required since automobile manufacturers propose market introduction of automotive ORC systems in 2018. Providing experimental validation options is highly relevant. As a consequence, Kratzer Automation AG has designed and built an ORC component test bench for experimental investigations within the framework of the development of an expansion machine for the utilisation of an automotive waste energy recovery system at the TFD of Leibniz University Hanover.The aim of this paper is to describe the design, construction, and commissioning of an Organic Rankine Cycle (ORC) test bench for expansion machines that meets the special demands for vehicle application in the future. The derivation of the technical key data and the determination of thermodynamic boundary conditions, i.e. the chosen media for the various expansion machines, are therefore described in detail as is the safety concept for the test bench. Regular maintenance and adaptation of the system is indispensable when used in laboratory operation. Therefore, a concept is described that deals with explosive non-certified prototypes within the safety infrastructure of the main test bench.

The OM 654 is the first member of the new Mercedes-Benz engine family. It is due to be launched in the market together with the new E-Class in March 2016. With its innovative technologies it marks a milestone in the development of diesel engines and is the first of its kind.

Emissions and fuel consumption are key development goals in modern vehicle engines. To use down-sizing and down-speeding the best way, an optimized charging strategy for the combustion engine is necessary. Due to their higher overall efficiency, compared with mechanical charging systems, exhaust gas turbocharging has become a technical standard of today’s vehicle engines. Especially in the upper and middle class vehicles the acoustic comfort is an important unique selling point and must not be affected by turbocharging. The constant tone is one of the relevant noise phenomena of turbochargers. His origins are natural-modes of the rotor radial bearings. Because of that an experimental investigation is significantly more complex in comparison with other noises at the turbocharger. The investigations are carried out on a turbocharger of a 2.0l gasoline engine with a waste-gate for boost pressure control. The turbocharger is mounted acoustic-decoupled from the engine to avoid unwanted interactions which distorts the results. Displacement sensors were applied inside turbocharger housing and were used to measure the displacement path of the rotor on compressor- and turbine-side. Also sensors to measure the radial bearing bush speeds are applied. The studies show a direct relationship between the rotational speeds of the floating bush bearing and the constant-tone phenomenon in air- and structure-borne noise. Simultaneous to the constant-tone occurrence also a change in the oscillation mode of the rotor can be observed. Furthermore the influence of the oil temperature, the oil supply pressure and the air mass flow were investigated.

Eaton and IAV are working on optimizing conventional Diesel combustion in close collaboration with a global OEM to further reduce engine raw out emission in real world driving. A combination of mechanical Supercharging, an exhaust Turbocharger, and highly dynamic EGR-Control enables new degrees of freedom for Diesel engine process control. The primary objective of this work is to reduce the load on the exhaust aftertreatment system.

The requirements imposed by the politics with regard to the CO₂ reduction and the reduction of the fuel consumption represent a big challenge for all OEM’s. The weight reduction of the complete vehicle can make a major contribution to this. In the powertrain sector the cylinder crankcase, as the heaviest single component of the combustion engine, assumes particular importance.

During the last decade the pressure for improving the development process of new passenger car combustion engines has been raised a lot. The European Union (EU) has legislated that the CO₂ fleet emissions have to be reduced to an average of 95 g/km in the New European Driving Cycle (NEDC) until 2020 and even further reduced in subsequent years. In parallel, NO_x emissions and fuel consumption need to be decreased. Heading for achieving these targets, reduction of internal friction is one of the main objectives. Therefore, downsizing has prevailed for internal combustion engines (ICE) of passenger cars in recent years. But the continuous downsizing trend is associated with the increase of specific loads. Consequently, the demands related to engine mechanics have risen.

The use of Diesel Particulate Filters (DPF) for vehicle emission reduction is currently state of the art. In the early stages of development, the DPF systems were designed to be located under the vehicle body. The next step of development was a challenge for the packaging as the DPF was to be located near to the turbocharger (e.g. as a closed coupled system with Diesel Oxygen Catalyst DOC). The advantage of these kind of systems is the improved thermal behavior to reach the necessary temperatures for DPF regeneration compared to underbody systems.Today the development of DPF systems is influenced by adding an additional feature: The converting of nitrogen oxide (NOx). For this requirement, dosing of the reductant liquid (AdBlue®) upstream of the DPF and a special coating on the surface of the DPF is necessary. The result is the strong reduction of particulate emissions AND nitrogen oxide (NOx) at the same time.The requirements for certification of an engine or vehicle with those systems are constantly increasing. One of the criteria needed to fulfil the legal requirements is the On Board Diagnostics (OBD). The OBD-System has to detect a defective DPF if the emissions with this defect are above a limit value. These limits are constantly decreasing and this leads to a new focus of development to achieve a conforming monitoring concept for the detection of a defective DPF. One solution is the use of the PMSensor, which will be described in this article.The functional principle of the PM-Sensor will be described at the beginning with special focus on the PM-Sensor component. Based on these fundamentals, the monitoring concept for the filtering performance of the DPF will be shown.

The automotive industry requires new development methods for electrical and electronic (E/E) systems to deal with the increasing complexity and higher requirements. This paper presents how established system engineering methods and tools can be extended for the development of highly distributed E/E systems with complex causeeffect chains such as they occur for example in driver assistance systems. For this purpose existing architecture models were enhanced with aspects of cause-effect chains. With a divide and conquer approach the E/E system is decomposed in a manageable amount of units. Electronic control units (ECU), software components and signals and their degradation behavior are modelled. Defects and their impacts are made transparent in the overall E/E system by analyzing cause-effect chains.Implementing the developed method in existing architecture tools leads to an increased degree of automation, an efficient work flow and consistent data. Further this leads to a single data source for different types of applications. By applying causeeffect analyses already in an early development stage the E/E system is designed more robust and customers will receive a higher degree of fault tolerance. Furthermore this method supports the compliance of legal requirements, e.g. the OBD conformance. Due to the enabled development of precise diagnostics garages also benefit from the knowledge about cause-effect chains. Additionally the degradation model is used for validation and verification.

The complexity of E/E systems increases because of many new functionalities interacting across domain boundaries as for example in the area of automated driving and parking and powertrain electrification.Today’s challenge is to manage a growing number of functional requests within and across domain boundaries. Therefore E/E architecture concepts have to be developed. Important elements of the architecture are electronic control units (ECU) / vehicle computers and their hardware and software concepts.

The content of this paper is a continuation of the work that has been done for the research project “KESS – Konfigurierbares Elektronisches Schadensidentifikationssystem”. In this project a sensor system to detect and classify minor damages in vehicle bodies has been developed. The focus in prior work [1] was mostly regarding the electronics and signal processing of the sensors and the evaluation system.