16 June 2008
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Bosch integrates yaw-rate sensor and acceleration sensors in the ESP® control unit
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In May 2008, Bosch started production of a new version of the ESP® brake control system which integrates sensors for yaw-rate measurement and lateral acceleration in the electronic control unit. In the past, these sensors were installed separately in the interior of the common housing and connected via the wiring harness to the ESP® electronic control unit. "Integration significantly reduces both the space requirements in the vehicle and assembly work of automakers for the complete ESP® system," explains Klaus Meder, Executive Vice President of the Bosch Chassis Systems Control division. "This means we have made a significant step toward achieving the objective of installing ESP® in all cars." The first series application of the new technology will be in the new Seat Ibiza.
The electronic control unit of the ESP® has been located in the engine compartment for several years now, attached directly to the brake control system's hydraulic modulator. In order to integrate the sensors in the control unit, the engineers had to overcome several technical challenges. For example, they had to adapt the sensors to the considerably higher ambient temperatures. They also had to keep the vibrations that occur when the brake control system intervenes from distorting the sensor output signals. The result was a vibration-reduced and balance-optimized, three-point installation of the hydraulic unit. This installation also ensures that driving on extremely poor roads will have no influence at all on the ESP® function.
Another challenge was the orientation of the lateral-acceleration sensor. The sensor module, to date installed separately in the interior, must be placed precisely at right angles to the direction of travel. Due to the restricted space available, such a requirement for the installation of the unit in the engine compartment would make installation difficult. Therefore, the Bosch engineers have integrated two acceleration sensors in the sensor element which measure precisely at right angles to each other. As a result, the hydraulic modulator, which must still be installed horizontally, can be positioned around its vertical axis as desired. The vehicle's lateral acceleration so can be calculated precisely, based on the known installation location and the signals from both acceleration sensors. And not only that: the sensor information now also enables measurement of the vehicle's longitudinal acceleration. For example, this value can be used for hill starts, known as "Hill Hold Control." When using automatic transmissions, losses can be reduced in the torque converter, thus saving fuel.
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4 Mai 2008
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Continental's new MK100 brake system generation
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Continental is to launch a new-generation electronic brake system in 2011. The MK100 will be based on a modular product family. The MK100's range of functions can be scaled to suit whatever functionality and level of performance is required - from a motorcycle ABS system with or with-out an integral braking function right up to the demanding high-end ESC designs with their powerful, low-pulsation pump variants. The design concept will produce added functional value even for price-driven, entry-level versions.
he range of safety and assistance functions which, depending on what the vehicle manufacturer wants, can be incorporated into the MK100 ESC, extends from Active Rollover Protection (ARP) via Trailer Stability Assist (TSA), Hill Start Assist (HSA) and Full Speed Range ACC (FSA) to complex, autonomous overlay functions for stabiliz-ing the vehicle.
One significant benefit of Continental's MK100 is its tremendous integratability. For example, the number of components and interfaces has been reduced by integrating the sensor cluster (yaw-rate and acceleration sensors) into the MK100's control unit as standard. In addition, various chassis functions, such as the parking brake and active steering, can be actuated from the MK100. Its dimensions have been reduced by some 20 percent compared with the current generation of brake systems. And Continental's development engineers have been able to slim down the MK100's weight by the same amount.
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5 April 2008
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Cross Traffic Alert with Blind Spot Monitoring System from Ford
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 Blind Spot Monitoring System
Ford’s new Cross Traffic Alert feature will assist drivers in backing up by warning drivers of impending traffic while backing out. The feature works in conjunction with Ford’s radar-based Blind Spot Monitoring System, utilizing this system’s two multiple beam radar modules, which are packaged in the rear quarter panels – one per side. The radar identifies when a vehicle enters the defined blind spot zone and illuminates an indicator light on the corresponding sideview mirror providing a warning that a vehicle is approaching.
Cross Traffic Alert uses the radar when in reverse to pick up moving objects within a 65-foot range from either the left or right side of the vehicle. The radar also works when backing out of angled parking spaces because its view is wider than just strictly sensing traffic coming at a 90-degree angle. Conventional systems have limited sideways effectiveness. When cross traffic is approaching, two warnings are given: an indicator lights up in the corresponding outside mirror and an audible alert is sounded.
The Blind Spot Mirror and Cross Traffic Alert with Blind Spot Monitoring System will join a portfolio of vehicle parking and back-up aids presently offered by Ford, including the Reverse Sensing System and the Rear View Camera.
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3 April 2008
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Ford’s Blind Spot Mirror
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 Ford’s Blind Spot Mirror
Early drive clinics conducted by Ford show that the Blind Spot Mirror connects with customers -- nearly 76 percent of the participants said the mirror improves their confidence while driving. In addition, the learning curve or adjustment to the function of the spotter mirror was minimal.
The Blind Spot Mirror is a consumer-friendly, affordable blind spot solution that consists of an outside rearview mirror designed with a secondary convex spotter in the top outer corner, which is aimed exclusively at the driver's blind spot. When traffic enters the driver’s blind spot on either side of the vehicle, it is visible in the secondary convex mirror, thus alerting the driver of potential danger.
Ford’s Blind Spot Mirror provides a seamless, more appealing solution than present aftermarket offerings, as it uses one continuous glass surface and is robust to the elements. Because the factory spotter mirror is uniquely and specifically designed for the vehicle – car or truck – it provides an optimized field of view.
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26 March 2008
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Dassault Systèmes Announces Abaqus BioRID II Crash Dummy Model from SIMULIA
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Dassault Systèmes (DS), a world leader in 3D and Product Lifecycle Management (PLM) solutions, has announced the release of the Abaqus BioRID II (Biofidelic Rear Impact Dummy II) from SIMULIA, the Dassault Systèmes brand for realistic simulation. SIMULIA’s 3D BioRID II dummy model is used by the automotive industry during the design phase of seats and head restraints to assess and reduce the risk of neck injuries resulting from rear-end vehicle collisions.
According to the Insurance Institute for Highway Safety (IIHS), whiplash injuries sustained in rear-end collisions account for approximately $8.5 billion in insurance claims annually. The new Abaqus BioRID II has been developed and validated in cooperation with the German Association for Research in Automobile Technology (FAT). The dummy model, in combination with the physical BioRID II crash test dummy, is used by automotive OEMs and suppliers to evaluate the realistic performance of complete seats (cushion and backrest), including head restraint systems designed to minimize whiplash injuries.
"Realistic simulation is proving to be ever more critical in the development of our seating systems to address market requirements and satisfy regulatory issues,” states Laurent Guerin, simulation methods manager, Automotive Seating Product Group, Faurecia. “The Abaqus BioRID II model is providing very accurate predictions and correlation against physical test results, and we are incorporating its usage as an integral part of our product development process. Such simulation capabilities enhance Faurecia’s efficiency and effectiveness in designing and manufacturing seats and head restraints that can reduce whiplash injuries in rear impact crashes.”
“The new Abaqus BioRID II model is an important component in the expansion of our automotive safety simulation solutions,” notes Marc Schrank, director of crashworthiness and occupant safety for SIMULIA. “Accurate and robust safety simulation solutions are a key factor in delivering Abaqus Unified FEA technology, which enables automotive OEMs and suppliers to leverage the power of realistic simulation and its associated intellectual property across multiple engineering disciplines.”
The Abaqus BioRID II model takes advantage of unique Abaqus technology to represent the complex neck and spine construction of the physical BioRID II dummy. This state-of-the-art technology enables accurate, yet computationally efficient, simulation of the accelerations and loads occurring in the spine, neck, and head during a rear-end collision.
The German Association for Research in Automobile Technology promotes scientific research of automobile performance, safety, materials, and efficiency. Member companies in the working group for crash and occupant safety simulation include Audi, BMW, CRH, Daimler, JCI, Karmann, Keiper, Opel, Porsche, and Volkswagen.
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22 March 2008
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Continental Steps Up Engineering on Elelectromechanical Brakes
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The Chassis & Safety Division of the international automotive supplier Continental AG will integrate its expertise in the series production of conventional brakes and elelectromechanical combi brakes with the new innovative approaches adopted by VDO Automotive AG which Continental recently acquired. By pooling engineering know-how, the plan is to step up development activities ranging from elelectromechanical brake ready for series production to a fully dry brake.
Continental is convinced of the future for elelectromechanical brake calipers. Their universal electronic interface makes them ideally suited for an integration into a global chassis control system, both on hybrid systems with dry brakes on the rear axle only and also with fully electronic braking systems.
Continental's first step will be to bring the electrohydraulic combi brake (EHC) to series production readiness. The EHC combines hydraulic front axle wheel brakes with fully-electric wheel brakes on the rear axle. The second step is then to apply dry brakes on the front axle as well. In parallel with this, Continental is putting the self-amplification of the dry brake on the front axle to close analysis. Only extensive testing will decide whether a wedge or a spindle design will satisfy the requirements for series production, cost effectiveness and safety.
"By combining the technical expertise of both teams of engineers, we can now focus on optimizing the friction brake and the front axle actuator, on perfecting a combination of mechanics and electronics so as to develop an elelectromechanical brake which will be a permanent market feature", said Michael Zydek, head of Systems Development at the Electronic Brake Systems Business Unit. "Cost optimization, robustness, weight and how such a brake can be applied in practice, are all matters which must be thoroughly investigated if we want to go into successful series production. We are now in an excellent position and I am convinced that we will extend our market lead in dry brakes even further."
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21 March 2008
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Self Inflating Tire system
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The Self Inflating Tire SIT integrates inflation system that uses atmospheric air to compensate for the natural loss of tire pressure. It consists of only two components: tire-integrated chamber and managing valve. The SIT System is based on peristaltic pump principles. It integrates a tube chamber into the tire wall.
- The tube chamber is kept closed at its lowest point by the normal tire deformation caused by the weight of the vehicle.
- As the tire turns against the road this closure moves along the tube chamber, forcing more air into the tire with each wheel revolution. Simultaneously, it pulls outside air back into the chamber from the other side.
- The chamber continuously pushes air into the tire until it reaches its optimal pressure. Then, a managing valve stops the intake of outside air and allows for inside circulation between the tire and the tube chamber, back and forth.
- Once the tire pressure falls below its optimal level, the managing valve disables internal air circulation and opens the intake of atmospheric air to activate the inflation again.
CODA Development s.r.o. has finalized prototype testing and will be presenting the SIT system at the 2008 SAE World Congress, which takes place in Detroit’s Cobo Center on April 14th – 17th, 2008.
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14 March 2008
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Light brake components from Continental
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As a result of carefully focused and detailed work, Continental has succeeded in developing new brakes which weigh between 10 and 40 percent less than before, depending on the individual components. This development can make a significant contribution towards reducing CO2 emissions because lighter vehicles use less fuel. The particular challenge when developing brakes which weigh less is not to compromise safety.
One means of saving weight when designing brake components is to replace the materials used so far, such cast iron or steel, with lighter materials, such as aluminum, other light alloys or even plastic. However, the use of alternative materials is currently restricted to aluminum since extremely high demands are made of these materials. During its life, a brake will be operated several million times, subjecting it to great pressure; the material is also exposed to moisture and road salt and so far only cast iron, steel and aluminum have shown that they are able to cope with such demanding conditions. Due to its high cost, aluminum is the material of choice for luxury-class vehicles, for example in a new aluminum fixed caliper brake.
The objective for Continental's development engineers is to develop lighter braking systems – using traditional materials with CAD software. A good example is the 2FNR-Al aluminum brake caliper housing whose shape the development engineers have been able to improve using these state-of-the-art simulation and topology optimization methods. Despite bigger recesses and reduced wall thicknesses, meaning less material is required, the re-designed housing provides the same degree of stability as the tried and tested model, but still weighs 440 grams less than its initial weight of 4,185 grams.
Brake lining backplates can also be slimmed down to some extent without limiting their functionality. The standard metal thickness used so far is 6.5mm throughout. But this is only necessary over certain areas of the plate where the greatest stresses occur. In some places, the optimized backplates are only up to 4mm thick with reinforcement provided in areas particularly subject to stress, and this can lead to the weight being reduced from 424 to 300 grams. For a pair of brake pads this is a not inconsiderable weight saving of roughly 250 grams.
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13 March 2008
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Side pre-crash vehicle safety APROSYS system
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In Europe, there were close to 43,000 road accident-related fatalities in 2006. Twenty-five percent of these were caused by side impacts. Even higher figures in 2004 provided the catalyst that led the European Union to launch the APROSYS project. Part of this aimed to develop a pre-crash system for vehicles involved in side-on collisions. To do this, a team included Daimler, Faurecia, Continental, Fraunhofer Gesellschaft, the CIDAUT Foundation, TNO Science and Industry and the universities of Warsaw and Lisbon have officially presented the APROSYS project in Valladolid, Spain, on March 6-7.
The system developed for the APROSYS project involves two main parts that address both these issues.
- Firstly, a pre-crash sensor system has been integrated into the vehicle body. This is able to predict a collision almost 200 milliseconds before impact and decide whether or not to activate the safety system. This provides the time necessary for an active safety system to be deployed providing the best level of protection possible for occupants.
- Secondly, the safety system itself, which was developed by Faurecia's experts in Scheuerfeld, Germany, is designed to reduce structural intrusion into the vehicle by up to 70mm. To achieve this, Faurecia's team developed a system that, once activated, forms a continuous metal tube that runs from the exterior chassis of the door, under the seats and through the opposite door. This allows the energy of the collision to be transferred right across the vehicle thereby reducing the force in the impact zone.
The actuator that makes this system possible involves a breakthrough technology that Faurecia developed with a specialist-partner, the Fraunhofer Institute. Once the pre-crash sensors give the signal, a wire switch made of Shape Memory Alloy (SMA) releases a spring-loaded bolt that effectively extends the metal tube from the seat to the door on each side of the vehicle. Another actuator closes the gap between the door's exterior shell and interior trim. The result is the creation of a continuous metal tube within 60 milliseconds of the initial signal that redirects the forces of the collision away from the b-pillar.
In addition to dramatically increasing the survival space of the vehicle occupant, the system also improves the overall effectiveness of other safety systems such as airbags, which can be deployed more slowly and softly as a result, and seat belts. Through the use of shape-memory alloys, the system is also entirely reversible. This means that, unlike with pyrotechnic systems, it can be rearmed and reused.
"Through the combined research and development efforts of all APROSYS partners, we have come up with a solution that could make a significant difference to road safety," says Eric Zimmerman, Faurecia's APROSYS project leader and Door Safety Manager. "The system we have put together is technologically feasible and, with some further development work, could be seen on the roads within the next five years".
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11 March 2008
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Toyota Advances Brake Assist with Navigation Link
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Toyota Motor Corporation (TMC) has announced that its Brake Assist, which helps apply proper braking power, can now coordinate with a vehicle’s navigation system.
TMC’s latest Brake Assist engages when a driver suddenly applies the brakes in response to stop-sign-proximity warnings provided by the navigation system through its display screen and aurally. The navigation system is able to provide the warnings by drawing on stop-sign information contained within its map data. The Brake Assist optimally adjusts the braking force based on both vehicle-position information (obtained using a rear-mounted camera) and the actual force with which the driver has applied the brakes. TMC hopes that this new technology, developed in conjunction with Aisin AW CO., Ltd., Zenrin Co., Ltd. and Toyota Mapmaster Incorporated, will help reduce collisions at intersections; it intends to offer it on vehicle models scheduled for launch in Japan in the near future.
The development of the navigation-linked Brake Assist follows TMC’s development in June 2007 of the world’s first system to employ car navigation-system map data to warn drivers both visually and aurally of stop signs ahead—a system TMC enhanced in September 2007 by adding an aural warning that is activated when the driver does not begin to decelerate upon nearing the stop line.
As a part of its efforts to realize sustainable mobility, TMC intends to strengthen its traffic safety initiatives in the future through:
- the development of even safer vehicles and technologies based on TMC's Integrated Safety Management Concept2,
- participation in the creation of a safe traffic environment and
- activities designed to educate people in traffic safety, thereby contributing to the complete elimination of traffic casualties, which can be viewed as the ultimate hope of a society that values mobility.
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21 February 2008
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World Rally Championship drivers benefit from ARPRO side impact protection
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JSP, the leading supplier of ARPRO expanded polypropylene (EPP), is supplying a number of leading WRC teams with side-impact protection measures in line with the FIA’s safety mandate for 2008. The FIA has delivered an improved safety package for World Rally Championship cars, where a new Advanced Side Impact System will aim to reduce side impact injuries to drivers and co-drivers.
The advanced side-impact safety measures are the first of a number to be introduced. Safety nets, energy absorbers, extra head space and belt anchorages made their debut in the World Rally Championship cars at the Monte Carlo Rally in January. Mid-season will see improvements to the seats and seat-rails. An enhanced door safety cage is also in development.
“Protecting the driver and co-driver was of paramount importance,” explains Paul Compton, JSP’s Executive Vice President and Chief Operating Officer for Europe. “ARPRO is strong enough to help the car protect its occupants, yet light enough to protect the World Rally Championship cars competitive edge.”
The expanded polypropylene can reduce system mass by 25% to 35%. Its extremely high strength-to-weight ratio is particularly beneficial in motorsport safety; withstanding multiple impacts without significant deformation and returning to its original shape following dynamic stress.
“In the World Rally Championship, harsh conditions are not an issue for the ARPRO expanded polypropylene, as it is unaffected when exposed to most chemicals such as oil, grease and petrol,” continues Compton.
The advanced side impact system, developed by the FIA’s Closed Car Research Group, is designed to save rally crews from serious injury in the event of a high speed side-on collision with a solid object. To protect the driver and co-driver, the ARPRO side impact energy absorber is incorporated within the door cavities and/or between the inside door panel and the outside of the seat.
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15 February 2008
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VW’s 2007 Research Roadmap - KIDs CAR
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Mobility with children is the central theme of the “KIDs CAR” research project. The goal of this project is to make travel more comfortable for children on long car trips. In the framework of analyses of the current situation, investigations and customer surveys, a requirements profile was worked out that gives clear direction to these ideas and reveals the needs that are relevant to parents and children.
Ideas were generated in response to the following customer wishes for children age 0-7: Dirt & safety, support for parents, comfort for children, multi-use, sleeping and car and child appropriate toys.
A number of different interdisciplinary areas of the corporation were involved in coming up with ideas for these topics. Take the example of Volkswagen’s Autostadt (“Automobile City” exposition center): A workshop was conducted in the internal company Autostadt kindergarten on the topic of “Children design the vehicle interior”. Volkswagen also worked together with the only institute of higher education in Europe for learning and toy design (Burg Giebichenstein / Halle a. d. Saale). There ideas were conceptualized on toys that were appropriate for children, their development and the car environment.
KIDs CAR also dealt with the question that all parents know very well: “When will we be there?” The reason for this question is based on principles of child development, including the child’s limited perception of time and a very strong internal drive to move, primarily among preschool and elementary school children. Created especially for this age group was a children’s navigation system with a child-appropriate representation of the travel route. This program contains trailers that explain sights along the way. To make it easier to understand, the travel route is always shown on one page. The travel time is displayed to the children by a so-called “time worm” that “eats” the length of the driving route. The highlights depicted symbolically on the page provide the children with orientation assistance at all times. There is a virtual friend who accompanies the children during the drive and provides for games, fun and entertainment. This friend indicates travel breaks and inspires the children to make small movement exercises in their child seats.
At sleep time the virtual friend grows tired and closes its eyes with the children – the system then transitions to a standby mode. The children navigation system has educational value and is not just a continuous entertainment program for children.
Implementations gleaned from the ideas were integrated in two vehicles: The Touran from Volkswagen and in the Audi Q7.
Details of the Touran:
- Coverable extra mirror in the mirror triangle of the A-pillar that offers an optimal view of the second row seats.
- Retractable protectors can be integrated for seats and seatbacks, which are easy to assemble/disassemble and clean.
- Lateral support elements on headrests with integrated loudspeakers.
- Sun protection rollup shades, retrofittable.
- Seatback panel with integrated universal display bracket (adjustable in height and position), painting surface, storage bin and footrest.
- Additional side door panel with child-appropriate storage bins, integrated drink holder and reading lamp.
- Starry sky projector for a pleasant atmosphere.
- Convenience station with drink warmer/cooler and waste container for all seat rows and moist wipe dispenser on the center console.
- Rotating base for child seat so that children can be placed in their seats without the parent needing to bend over into the car. This also makes it easier to fasten the seat belts.
- Net bag for toys.
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10 February 2008
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Toyota Enhances Pre-crash Safety System with Eye Monitor
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Toyota announced today that it has given its Pre-crash Safety System the ability to determine—as a world’s first—whether a driver’s eyes are properly open. TMC expects this driver-monitoring breakthrough, along with the system’s current ability to determine the direction of the driver’s face, to play an important role in reducing collision-related damage.
The eye-monitoring feature, which is to be offered in vehicle models scheduled for launch in Japan in the near future, uses a driver-monitoring camera and image-processing computer to determine the position of the driver’s upper and lower eyelids. If the Pre-crash Safety System senses that a collision is imminent and also determines that the driver’s eyes are not properly open—or, by using the hitherto face-monitoring feature, determines that the driver is not facing forward—it issues a warning to the driver earlier than it would without such driver-condition information.
TMC believes that the development of driver-condition evaluation technologies is vital to improving overall vehicle safety performance, as driver condition is seen as a key factor in traffic safety, with driver error being the main cause of traffic accidents. TMC is, thus, committed to continuing development of such technologies and to further enhancing its Pre-crash Safety System and other safety technologies.
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3 February 2008
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Toyota Enhances Pre-crash Safety System with Eye Monitor
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 Toyota's Eye Monitor
The eye-monitoring feature, which is to be offered in vehicle models scheduled for launch in Japan in the near future, uses a driver-monitoring camera and image-processing computer to determine the position of the driver’s upper and lower eyelids. If the Pre-crash Safety System senses that a collision is imminent and also determines that the driver’s eyes are not properly open—or, by using the hitherto face-monitoring feature, determines that the driver is not facing forward—it issues a warning to the driver earlier than it would without such driver-condition information.
TMC believes that the development of driver-condition evaluation technologies is vital to improving overall vehicle safety performance, as driver condition is seen as a key factor in traffic safety, with driver error being the main cause of traffic accidents2. TMC is, thus, committed to continuing development of such technologies and to further enhancing its Pre-crash Safety System and other safety technologies.
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3 February 2008
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Delphi's Battery Disconnect Safety Device on Mercedes
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Mercedes-Benz is among the first automakers to include Delphi Corporation's Battery Disconnect Safety Device (BDSD) on multiple new car lines. Several Mercedes-Benz models incorporate Delphi's BDSD, including all C-Class sport coupes and luxury sedans and the M-Class sport utility vehicles.
Delphi's BDSD severs the connection between the battery and the starter and alternator in less than 1 millisecond after an electrical signal from the airbag control unit triggers the pyrotechnic safety switch. Fuses may protect other cables, but high variation in currents that flow through this cable while cranking the engine prohibits their use here.
Although Delphi's BDSD disconnects power from the vehicle battery to unfused cables, it does not cut power to safety functions such as door locks, hazard lights, interior lighting and automatic emergency call systems. Delphi's BDSD is mounted near the battery, in most cases using only two bolts. This makes replacement of a deployed BDSD quick and easy. Because it is comprised of a small number of parts, all enclosed in high-strength fiber-reinforced plastic, and because electrostatic discharge protection is built in, it is unlikely that an installer could trigger deployment of the pyrotechnic device. Even if activation were to occur during installation, the risk of injury is very low because all action takes place inside the reinforced plastic housing.
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18 January 2008
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Delphi Designs Human Machine Interface Cockpit That Keeps Driver's Tasks in a 20-Degree Focus of Forward View
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At the 2008 International CES, Delphi is showcasing a "must see" concept cockpit system that is specially designed to optimize the driver's interaction with vehicle. The Delphi Information, Convenience, Protection (ICP) demonstration vehicle is ergonomically and technologically engineered to help address the critical issue of driver inattention. With this unique design, drivers can perform the necessary tasks while keeping their hands on the steering wheel and eyes on the road to addresses the critical issue of driver inattention. The Delphi ICP vehicle is being shown at Delphi's exhibit (#5206) in the North Hall of the Las Vegas North Convention Center, January 7-10, 2008.
"We are helping to integrate the driver with the vehicle system using human machine interface (HMI) in the ICP vehicle," said Jugal Vijayvargiya, Delphi Electronics & Safety Controls & Security lead executive. "The system effectively connects the driver to the vehicle cockpit and control functions and minimizes driver distraction. In addition to enhancing safety, the HMI element of a vehicle is very important in overall consumer satisfaction and acceptance of their cars and trucks."
Delphi's ICP vehicle places controls that require driver attention all within a 20-degree forward field of view. Government and University research shows that when a driver's attention can remain focused on the road within this 20-degree field of view the number of accidents due to distraction can be reduced.
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4 January 2008
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Delphi Brings Active Safety Simulation to CES Show
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Delphi will simulate its active safety technologies with a new safety simulator at the 2008 annual International Consumer Electronics Show. Delphi will demonstrate forward collision warning, lane departure warning, side alert and adaptive cruise control (ACC) with stop & go. Using video, sound and haptic affects, Delphi will allow consumers to dynamically experience how active safety technologies work and help prevent accidents.
Delphi is one of the first suppliers to launch a radar-based ACC system in 1999. They have continued to add features and functionality to its system including full-speed-range functionality and stop & go. With the stop & go feature, the system can control speed reduction all the way to a complete stop. Using the same radar, Delphi's pre-crash sensing system autonomously reacts to imminent crash events to enhance occupant protection. The system determines the trajectory of an oncoming target, time of impact, impact velocity and point of impact and uses this information to work with other safety systems to reduce the severity of unavoidable frontal crashes. Countermeasures are tailored to the situation and include brake assist or automatic braking, and motorized resettable seatbelts that remove seat-belt slack and better position the occupant for the collision.
Motorists changing lanes or engaging in other maneuvers face challenges from blind spots that exist to the sides of most vehicles. While vehicle designers are working to eliminate these blind spots, Delphi's active safety technologies can help mitigate their impact. Delphi's side alert system helps alert drivers of vehicles in their side blind spots when changing lanes. When a moving vehicle is detected entering the side blind spot, a visual alert is provided via an illuminated icon in the side view mirror.
The low-cost system is offered in a small package that can be integrated into taillights, side markers or side body fascia.
Yvonnick Gazeau | | Top of page |
18 December 2007
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Bridgestone Develops New 'Cooling Fin' Technology for Runflat Tyres
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 Bridgestone Cooling Fin
The challenge facing runflat technology was to devise a way to minimize the heat caused by deformation of the sidewall when driving on a sidewall-reinforced type runflat tyre that has lost air. Cooling Fin technology is a new paradigm that uses disturbances in the airflow created by protrusions on the surface of the tyre sidewall – that face in towards the center of the wheel – to cool the tyre sidewall. Tests have shown a reduction of 12 °C for the rubber sidewalls after 10 minutes running without air pressure. Thus, the maximum distance could be increased by 80%, but this technology could also be used to lower the weight of the current tyre 20% heavier than a conventional same size.
This advancement allows the development of runflat tyres for certain SUVs, CUVs, minivans and large passenger cars where the high tyre cross-section causes a significant amount of heat to be generated on the sidewall when driving with low air pressure. Previously, sidewall reinforced runflat technology was limited for use with passenger cars. Bridgestone has filed for patents on this technology.
Yvonnick Gazeau | | Top of page |
16 December 2007
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New Mercedes tiredness alert system
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A new type of assistance system, designed by Mercedes-Benz to warn the driver of tiredness and the dreaded phenomenon of nodding off at the wheel is now undergoing a final test phase. The system uses various sensors to analyse driving behaviour and recognises tiredness-related changes in the driver’s personal driving style. In this event the driver is prompted to take a break. A warning signal sounds and a symbol in the instrument cluster advises the driver to take a break.
Although pupils analysis systems are also under development, the Mercedes system evaluates a series of indicators in order to assess the alertness of the driver and to recognise the gradual transition between being awake and being tired. During every journey Attention Assist continuously observes the driver’s typical behaviour patterns and uses these to create an individual driver profile which serves as a basis for recognising the symptoms of tiredness. Where there is a significant deviation from the saved empirical values, the system determines whether or not there are signs of encroaching tiredness. Whether and when the driver is warned also depends on the time of day, the duration of the trip and the individual’s driving style.
The values recorded by the tiredness recognition system not only include the speed and the longitudinal and lateral acceleration but also the angle of the steering wheel, the way that the indicators and pedals are used, certain driver control actions and various external influences such as a side wind or an uneven road surface. Observation of the steering behaviour has proven particularly significant: tired drivers can be spotted by a series of typical steering wheel movements which they then immediately correct. The new Mercedes assistance system recognises signs such as these; if the driver’s steering behaviour changes and other indicators also point towards encroaching tiredness, the system outputs a warning at an early stage.
Once all of the tests have been completed, the system will go into series production at Mercedes-Benz in 2009.
Yvonnick Gazeau | | Top of page |
12 December 2007
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Low cost ESC control unit for Continental Automotive
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Continental Automotive Systems plans to introduce a new generation of ESC control units into series production from mid 2008. By integrating the yaw rate and acceleration sensors required for ESC (Electronic Stability Control) directly in the control unit, installation and integration work is reduced, reliability increased and system costs cut. “Sensor development is one of our core competencies. This innovation proves it once again”, commented Dr. Ralf Cramer, Head of the Business Unit Electronic Brake and Safety Systems at Continental Automotive Systems. “We are devoting a great deal of time and resources to this issue because it will help make safety systems affordable for car buyers all over the world.”
The sensor system for determining brake pressure has been an integrated part of the electrohydraulic ESC system for some time, but the yaw rate and vertical acceleration sensors can now be installed in the vehicle in one common housing (cluster), along with the longitudinal acceleration sensor if required. The sensor system is thus better protected. Continental Automotive Systems has designed new yaw rate and acceleration sensors that are considerably smaller yet even more robust. They can now be installed in the engine compartment − integrated in the main board of the new PYA (Pressure, Yaw, Acceleration) control unit. Like the other Electronic Stability Control components fitted in the engine compartment, the sensors for use in this exposed environment are designed to operate reliably at temperatures ranging from −40 to 125° Celsius.
See document ESP, Electronic Stability Control Program.
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7 December 2007
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Toyota show latest ITS-based Safety Technology
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 Toyota ITS
The cooperative systems, presented at a media event at TMC’s Higashi Fuji Technical Center, make road-to-vehicle, vehicle-to-vehicle and pedestrian-to-vehicle information exchange possible, resulting in audio and visual warnings to drivers when a collision is probable. TMC’s development of ITS vehicle-infrastructure cooperative systems represents—along with the development and application of autonomous onboard safety devices—part of its efforts to develop safe vehicles under its Integrated Safety Management Concept, which was announced in August 2006 outlining that TMC aims to provide optimal driving support through a combination of integrated onboard technologies and infrastructure-respondent systems.
Examples of vehicle-infrastructure cooperative systems:
- Road-to-vehicle system for preventing drivers from running red lights
- Road-to-vehicle system for preventing drivers from missing stop signs
- Vehicle-to-vehicle and road-to-vehicle system for detecting approaching vehicles
- Pedestrian-to-vehicle system for detecting pedestrians
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3 December 2007
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Toyota has developed a virtual human body THUMS
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 Toyota's THUMS
The THUMS ‘family’ currently includes a typical male occupant, a smaller female occupant, a six year- old child occupant and a typical male pedestrian model. Toyota is using THUMS to further its research into automobile body development to enhance passive safety. It is also making THUMS available for use by organisations outside of Toyota to improve vehicle safety in general.
Yvonnick Gazeau | | Top of page |
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