Conference programme:
 08.30 - 09.30 |
Registration, coffee and meet the exhibitors |
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| 09.30- 10.00 |
Welcome by Conference Chair |
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| 10.00 - 10.30 |
Morning plenary session:
Automotive Infotainment and Advanced Driver Assist |
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| 10.30 - 10.50 |
Morning tea and coffee/exhibition time |
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| 10.50 - 11.20
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Novel set of wireless CAN tools for vehicle testing Pawel Jaworski, Tim Edwards,
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The latest developments in in-vehicle infotainment standardization |
| 11.20 - 11.50
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Case Study: Public road demo of car-to-x communications in the Netherlands NXP's Maurice Geraets explores the future of connected cars that can communicate with roadway infrastructure and with each other to enhance driver safety |
A multi-physical simulation architecture to support the development of hybrid electric vehicles James Chapman & Ross McMurran, Research Fellow Embedded Systems Group, International Automotive Research Centre, University of Warwick |
| 11.50 - 12.20
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AUTOSAR - a worldwide standard: current developments and roll out, perspectives Frank Kirschke-Biller,
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Battery systems integration, energy management systems & testing Peter Miller Director, Electrical/Electronics Engineering, Ricardo Consulting Engineers |
| 12.20- 13.30 |
Lunch/exhibition time | |
| 13.30 - 14.00 |
Afternoon plenary session:
MOST(R) is well prepared! Harald Kohler, Director or Marketing Europe MOST |
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| 14.00 - 14.30
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Energy Recovery from Car Exhaust Pipes |
Safe and Secure Virtualization for the Consolidation of Automotive Applications Anthony Webb, |
| 14.30 -15.00
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Innovative Techniques for In-vehicle Multi-camera Systems Simon Bliss, |
Chris Wild, |
| 15.00 - 15.20 |
Afternoon tea & coffee/exhibition time | |
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| 15.20 - 15.50
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Martin Thompson, |
How to master regulatory radio certification Torsten Lohoff,
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| 16.00 - 17.00
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Panel debate: Intelligent transport - The future Chaired by Tony Spillane, O&S Technology Ltd
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| 17.00 - 17.30 |
Drinks reception / networking time | |
Conference Programme - Track 1 Abstracts |
10.50 - 11.20:
Novel set of wireless CAN tools for vehicle testing
Pawel Jaworski, Tim Edwards, MIRA and Coventry University
Controller Area Network (CAN) is a communication bus standard widely used in the automotive industry. Usually gathering data from a vehicle in motion requires a CAN data recorder to be attached to the bus. Some data may need to be analysed off board the vehicle and that can only be done after the test.
This paper introduces a novel set of CAN tools. The tools allow the vehicle's CAN bus to be remotely monitored in real time and if necessary, block or modify the messages sent on the vehicle's OEM CAN. The unique capabilities of the tools are demonstrated using the wireless networks on the innovITS ADVANCE city circuit.
The CAN Relay tool streams real-time CAN data from the vehicle. Advanced filtering and routing mechanisms ensure that only specified messages reach their intended destinations. A number of CAN relay configurations are presented to achieve different objectives, such as maximising throughput, or preserving inter-message time spacing.. Data compression is used to minimise bandwidth usage.
The CAN Signal Injection (CSI) system is capable of injecting or modifying messages on the OEM CAN bus. It allows an extended range of tests to be carried out on vehicles by introducing simulated events or faults, and changing the behaviour of the vehicle sub-systems. Other CSI applications include bench testing and debugging. Robust safety features ensure that the OEM CAN connectivity remains operational in all cases.
CAN Signal Injection system and CAN Relay form a universal vehicle testing and telemetry platform capable of remote monitoring and modifying CAN messages in real time.
11.20 - 11.50:
Case Study: Public road demo of car-to-x communications in the Netherlands
Maurice Geraets, Senior Director Business Development Automotive, NXP Semiconductor
NXP's Maurice Geraets explores the future of connected cars that can communicate with roadway infrastructure and with each other to enhance driver safety.
This year NXP Semiconductors gave a live demonstration of car-to-x (C2X) communication on a public road in the Netherlands. C2X communication uses IEEE802.11p, a wireless standard designed specifically for automotive applications. This allows cars to communicate with each other (car-to-car) as well as with intelligent traffic infrastructure (car-to-infrastructure) around them. The C2X platform actually "sees" around corners in order to recognize traffic blocks or risks before they are visible to the human eye. Drivers therefore receive early warnings of cars hidden from sight behind trucks or approaching from around corners. Other use cases include early warnings about emergency vehicles and traffic jams, or traffic light signals allowing drivers to adjust their speed and optimize driving.
This presentation will discuss essential considerations for technology users of C2X applications and why consumer grade 802.11a, b or g chips may be the wrong choice for this application. Topics will include automotive industry requirements from reliable signal reception for fast-moving objects even in difficult surroundings, cost-efficient design, and flexible programming.
Mr. Geraets will also present the results of a comparable test conducted in real life traffic that confirms that connecting the car to the environment requires a dedicated automotive approach.
11.50 - 12.20:
AUTOSAR - a worldwide standard: current developments and roll out, perspectives
Frank Kirschke-Biller, Ford Motor Company
Co-Authors:
Simon Fürst, Bayerische Motoren Werke
Seffen Lupp, Bosch
Stefan Bunzel, Continental
Stefan Schmerler, Daimler
Robert Rimkus, General Motors
Alain Gilberg, PSA Peugeot Citroën
Kenji Nishikawa, Toyota Motor Company
Andreas Titze, Volkswagen
Abstract:
The objective of the presentation is to give
1. an top level overview on the major plans and achievements of AUTOSAR in the current phase III (2009-2012)
2. a specific overview of AUTOSAR concepts introduced in the current Release 4.0, Functional Safety, networks, scalability, adaptability
3. achievements planned until end of phase III (2012)
AUTOSAR has been founded as a worldwide development partnership in 2003 and has produced until now major specifications releases that are in use on series projects of the different partners. An overview of the different scenarios used by the Core partners in the roll out of AUTOSAR will be presented.
With the release 4.0 an important step has been achieved implementing 50 new concepts into the standard. A special focus on achievements will be shown especially on concepts related to the functional safety, the introduction of the Ethernet network, the improvements of the Run Time Environment.
14.00 - 14.30:
Energy Recovery from Car Exhaust Pipes
Professor David Wood, Microsystems Technology Group, School of Engineering & Computing Sciences, Durham University
In the last few years, car manufacturers have introduced energy recovery systems, including regenerative braking and engine stop/start. These systems work well but are only functional for small portions of a journey: our work promises continual energy recovery.
Around 40% of the energy lost from a petrol engine is as heat via the exhaust gases, with ~10-20% of this dissipated through the exhaust pipe surface. For a typical car, several kW of power is radiated this way - we have confirmed this with thermal camera analysis.
The working principle of our system is to use small antennas to capture thermal radiation from the exhaust, working in the same way as a normal radio. These antennas scale in size with the wavelength of the radiation - at typical exhaust temperatures, the wavelength is 5 ?m and the frequency 60 THz.
To make a suitable antenna is straightforward: to fabricate diodes to rectify THz radiation to dc is a major challenge. Nevertheless, we have successfully demonstrated these diodes at micron-sized areas.
A 3-5 year aim is to fabricate a 2D array of antenna-coupled diodes to wrap around a car exhaust, and which will capture waste heat and convert it to dc current. This will capture large amounts of energy and will work all the time when the vehicle is in use, giving two competitive advantages over existing energy recovery systems. This will have a significant impact on any carbon reduction strategy, without the need to alter consumer behaviour.
14.30 -15.00:
Innovative Techniques for In-vehicle Multi-camera Systems
Simon Bliss, Senior Field Applications Engineer, Fujitsu Semiconductor Europe
As the quality and resolution of camera systems that are appropriate for driver assistance have steadily improved, there is a need to convey the information to the driver is a manner that is instantly comprehensible yet un-intrusive.
Fujitsu Semiconductor has developed a system that provides for the combination of images from multiple cameras mounted on a vehicle that provides the driver with instantly recognisable real time data of the space immediately around the vehicle, as seen from virtually any point around and above it.
The method used is such that is naturally allows for additional information to be readily provided, including lane departure warning, proximity to adjacent hazards, and trajectory for manoeuvring. This latter is of particular relevance to large or articulated vehicles and training of novice drivers.
Future trends that are under investigation include object (e.g. road sign) recognition and inputs from additional sensor technologies for night-vision; proximity detection; and from extra-vehicular sensors.
The paper will describe the techniques used, road-map of devices, and systems with the benefits to user and will be supported by examples of real use cases.
15.20 - 15.50:
Accelerating fault insertion testing of highly dynamic systems using processor in the loop simulation
Martin Thompson, CEng MIET Principal Hardware Engineer, TRW Conekt
Accelerating fault insertion testing of highly dynamic systems using processor in the loop simulation.
Physical fault insertion testing is a long-winded and error-prone process. Typically this is accelerated using Hardware in the loop testing, with real electronic control units and physical representations of much of the real system. This is power and space inefficient.
To counter this, we have developed a system which simulates the entire system outside of the micro-controllers and allows faults to be inserted and responses tested very rapidly.
The particular system in this case is an electrically powered steering system, which contains at its heart a three-phase brushless DC motor subsystem, including drive stage and current measurements. In order to simulate this in real-time with production software in the ECU under test, the simulation must run at very high speeds (~1MHz) to accurately represent the system signals.
Conference Programme - Track 2 Abstracts |
10.50 - 11.20:
The latest developments in in-vehicle infotainment standardization
Matt Jones, GENIVI and Technical Lead for Next Generation Infotainment, Jaguar Land Rover
GENIVI - The Open Infotainment Platform shaping the future of Automotive IVI system.
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Roadmap showing today's situation, GENIVI's Vision, the alliance's framework and structure, the strategic goals, potential solutions, supplier engagement, and OEM adoption.
11.20 - 11.50:
A multi-physical simulation architecture to support the development of hybrid electric vehicles
James Chapman & Ross McMurran, Research Fellow Embedded Systems Group, International Automotive Research Centre, University of Warwick
This work presents an overview of an extensive vehicle systems simulation platform developed to support integrated model-based development activities within the context of low carbon vehicles. The model framework has been progressed in collaboration with a number of prominent industrial partners, as part of the Advantage West Midlands (AWM) funded Low Carbon Vehicle Technology Project (LCVTP).
The top-level architecture has been extended from the WARPSTAR 2+ longitudinal forward dynamic HEV model framework and is based on a common MATLAB/Simulink environment with an embedded plant model compiled using the physical modelling package Dymola. The platform also comprises an additional interface with IPG CarMaker to facilitate the analysis of lateral vehicle dynamics, both within a desktop and HIL based environment, and an alternative single-domain implementation of the plant model to study high frequency electrical transients.
The model has proven fit for purpose over a diverse range of use cases through the direct substitution of plant and control subsystems, with varying degrees of functionality and fidelity, sourced from a single open library of compatible components. Base classes have been extended to include physically derived thermal and electrical interactions, which are propagated to a system level architecture to accommodate contrasting thermal management systems and high and low voltage electrical networks.
Successful application of the model has been demonstrated in a number of key areas such as supervisory and thermal management control development, incl. the evaluation of rapid prototype controllers on an appropriate HIL platform, vehicle dynamics, high voltage EDS and CO2 emissions.
11.50 - 12.20:
Battery systems integration, energy management systems & testing
Peter Miller Director, Electrical/Electronics Engineering, Ricardo Consulting Engineers
Types of hybrid & electric vehicles:
• What are the electrical energy storage requirements for these types
• Battery systems integration
• Testing
• Energy management systems (BMS)
• Example BMS/pack
An introduction as it starts with the different types of hybrid/ PHEV/EV and looks at their needs from the battery pack, and then how these are typically achieved.
14.00 - 14.30:
Safe and Secure Virtualization for the Consolidation of Automotive Applications
Anthony Webb, Field Applications Engineer, Green Hills Software
The benefits of virtualization—a technology that enables multiple operating systems to run on a single hardware platform—are well known in data centers and other IT applications. But virtualization has even broader application for low-power embedded systems, including diver information and in-vehicle infotainment. For example, embedded virtualization makes it possible to run security-critical, safety-critical, real-time environments alongside general-purpose multimedia environments like Android, MeeGo or Windows. This capability allows developers to create cutting-edge interfaces and media features without compromising security or reliability. Virtualization also allows developers to consolidate previously separate hardware, thus reducing the cost, complexity, and size of their embedded designs.
14.30 -15.00:
Dealing with the Driver
Chris Wild, Chief Technology Officer, Altran Praxis
Automotive HMI has always been a challenge requiring a compromise amongst, driving security, added value services and the need for automotive OEMs to differentiate their systems. The challenge is not going to get easier as an increasing number of functions and services target the car along with the expectation that all car occupants need to be supported by the in-car systems.
In this presentation we review the current evolution of the automotive HMI challenge and some of the technical responses. In particular, for the technical responses we argue that automotive HMI designers and developers are faced with a need to provide design concepts and supporting technology to move HMI away from the screen real-estate paradigm to dynamic audio/visual/haptic user spaces. The goal of this transition is to allow private and shared content to be moved around the car occupants and the interaction modes as required by the driving situation or on user request. We present a number of examples to indicate how dynamic user spaces could be expected to work.
15.20 - 15.50:
How to master regulatory radio certification
Torsten Lohoff, Business Development Manager Automotive & Telematics, 7 Layers
Around 200 countries in the world have different requirements for product certification and type approval. Since automotive applications contain more and more radio transmitters, type Approval in many countries is a challenge.
The certification strategy has a major impact on the costs (e.g. modular or family certification approaches) The presentation will give an overview about the worldwide requirements and approaches to reduce certification costs.