Software-controlled 'Green' Cars
In the European automobile industry, environment protection and fuel conservation are the major objectives of developments using electronic technologies. In the case of the electronic control unit (ECU), software development environments are expected to play key role to make progress. At the
Frankfurt Motor Show held in September 2007, there is a number of new technologies introduced including those in software arena.
Large-scale ECU developments
In the traditional automobile settings, an ECU was usually employed for achieving one function. But, we are now witnessing the increasing case that multiple ECUs are used for achieving just one function. Furthermore, to reuse software for ECUs incorporated into globally deployed automobile models, developments of component software are very active that seems to make ECU development more complex than ever. dSPACE, the German company, has developed the GUI-based system design tool called "System Desk" which allows to develop and manage large-scale systems using ECUs. (Figure 1)
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Figure 1 dSPACE System Desk is a system architecture design tool that allows to design large-scale ECU systems compliant with AUTOSAR |
System Desk have capabilities of modeling each of the system constituents such as software architecture, hardware configurations, and communication networks, allowing model-driven system design and application developments. Instead of adding ad hoc ECUs to existing system consisted of old ECUs, System Desk allows to design new systems in shorter period by optimizing the system as a whole including the number of ECUs required. In the System Desk environment, defined models and software components are mapped by using "Target Link", which generates production code in
compliance with the European automotive software standard "AUTOSAR." Through the functionality of Target Link, System Desk allows to write conventional C language based software in addition to the AUTOSAR compliant software developments. System Desk generates optimized
runtime environment that can establish connections with the AUTOSAR basic software such as drivers and hardware I/Os provided by a software library. Those low level software can be developed using the Finland-based company, Electrobit's "EB tresos." Thus, by using those software development tools, entire software development process of ECUs compliant with
AUTOSAR are to be supported.
Making FlexRay development easier
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Figure 2 Vector VN 3300 and VN 3600 interfaces |
Vector Inforkmatik GmbH of Germany had included standard functionals for the next-generation FlexRay solution to its "XL-Driver-Library" programming interface, in addition to conventional automotive network standards like CAN, LIN, MOST. Standard
functions for FlexRay are included as a component of the XL-Driver-Library for VN3300 hardware with PCI interface and VN3600 hardware with USB interface. (Figure 2) They enabled
users to send up to 128 independent frames, send in single-shot or periodic mode, as well as to receive data, null frames and error frames and so on. Vector's optional "Advanced FlexRay- Driver-Library" allows users to use special FlexRay extensions for PCI and
USB interfaces. With special extensions, users can employ the second communication controller for the cold start of the FlexRay cluster without additional network node, 2MB memory for more than 1,000 independent send messages, and hardware-based incrementing of a payload field.
Microcontroller helps cut CO2 emission
Infineon Technologies of Germany introduced the new family of 32-bit microcontrollers "AUDO FUTURE," which aim to optimize fuel consumption and minimize harmful emissions. The new family is based on Infineon's "TriCore" architecture, which combines microcontroller functions with digital signal processing and the high-density flash memory. The family also include the first FlexRay communications block that has been approved by TUV Nord Group's Institute for Vehicle Technology and Mobility, Germany, combined with AUTOSAR software and a peripheral control processor that offers additional system performance. The AUDO FUTURE family is fully compatible with the company's previous AUDO-NG family, allowing developers of power-train applications to easy upgrade their designs with existing tools to handle new emission standards, such as EURO5 and EURO6 for piezo direct injection engines. With up to 66% higher performance than the previous AUDO-NG products, the AUDO FUTURE family allows developers to deal with ODB2 vehicle self-diagnostic functions including emission monitoring, and emission standards such as Tier2 Bin5 in the United States. The AUDO FUTURE family ranges from the 180 MHz TX1797 with 4MB
of flash and integrated FlexRay controller, to the 133 MHz or 80 MHz TC1767 with 2MB of flash, to the entry level 80 MHz TC1736 with 1 NB flash. A wide range of on-chip peripherals are handled by a dedicated programmable peripheral control processor (PCP) engine, allowing the TriCore
core to focus on engine management, transmission control and other powertrain functions. The FlexRay core integrated into the TC1797 is a proven design using Infineon's discrete CIC-310 FlexRay controller. Samples are available and comes in LQFP packages with 144 or 176 pins or BGA packages with 260 or 416 balls. High-volume production is expected to begin in 2009.
Piezoelectricity replace battery
Today's conventional tire pressure monitoring system (TPMS) measures tire pressure and temperature directly at the valve and use a radio frequency to transmit the data to an antenna on the side of the vehicle. Siemens VDO of Germany (acquired by Continental AG in Dec. 2007) has introduced "Intelligent Tire System (ITS)" that integrates the sensor, communications system, identification electronics and processing in a single module located directly in the tire. (Figure 3)
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Figure 3 Siemens VDO's Intelligent Tire System employs piezoelectric effect to generate the electrical energy. |
The ITS module automatically detects tire data such as tire pressure and the vehicle's load status, and transfers the data to the system controls. And the detected tire status information can also be transmitted to other electronic vehicle system, such as the braking assistant, stability control, or the drive control system. The company plans to start mass production of the first generation ITS in 2011. Although the conventional TPMS relies its electrical energy on batteries and need to change them periodically, the ITS utilizes a piezo element to replace the battery by applying mechanical stress on piezoelectric crystals through the rotation of the tire to generate the electrical energy. Siemens VDO is a pioneer in piezo technology for automotive applications such as piezo direct injectors for both diesel and gasoline direct injection, and has devised another application for the ITS. The company plans to integrate the ITS into car-to-car communication and
mobile safety networks. A tire equipped with ITS could collect road grip data and transmit the information to other drivers alerting them of road conditions. Even though the name "ITS" for tire
is somewhat confusing with the "Intelligent Transport System," it is also important technology that makes the tire and vehicle intelligent.
Environment-friendly gasoline direct
injection
@The second-generation DI-Motronic from Robert Bosch GmbH of Germany contributes to improved mixture preparation and provides for considerably reduced emissions of carbon dioxide (CO2), hydrocarbons (HC) and nitrous oxides (NOx). (Figure 4) Using optimized cold-starting combustion processes which provide for faster heat-up of the catalytic converter, emission
values are even below the strictest SULEV (super ultra low emission vehicle) limits in the United States. And the DI-Motronic even has the potential to fulfill future emission regulations.
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Figure 4 Bosch's second generation DI-Motronic system improves mixture preparation and reduces emissions of CO2, HC, NOx |
@ The new generation of the gasoline direct injection system makes combustion more efficient and increase overall engine efficiency. In combination with turbocharging, gasoline direct injection enables the development of smaller engines. The DI-Motronic allows both lean combustion methods with layered charging and homogeneous charge compression ignition to be ideally implemented. The gasoline direct injection system from Bosch works with most of the disparate fuel qualities available around the world. The main elements of the DI-Motronic system include the compact lightweight HDP5 high-pressure pump, magnetically controlled HDEV5 highpressure
injection valve, which permits a spraying pattern with up to seven individual jets, and the HDEV4 piezo injector with injection pressures of up to 2,900 psi (200 bar) and fast multiple injection capability. The new technologies incorporated into those elements as a whole enable developers to cope with the strict emission regulations. Bosch has also developed "Denoxtronic" which contributes to reduce NOx emission for heavy commercial diesel vehicles. In connection with an
SCR catalytic converter (Selective Catalytic Reduction), Denoxtronic uses a reduction agent called AdBlue, made up of water and urea, which is fed into the exhaust-gas flow. This produces ammonia, which reacts with the nitrous oxides in the SCR catalytic converter to form harmless nitrogen and water. With this procress, it is said to reduce NOx up to 85%. Bosch is also working for diesel particle filters (DPF) for diesel-powered cars. The company and DENSO Corporation
of Japan have jointly announced in July 2007 that their joint venture established in Poland have started manufacturing of PDFs made of cordierite, and plan to start shipment in 2009. The effectiveness of cordierite is proved in the application for three-way catalyst converter, and has superb heat-resistant property and offers low resistance against air flow. Further, the manufacturing of DPFs requires less energy than conventional silicon carbide, leading to lower manufacturing costs and resource savings.
(Wolfgang Patelay) |
