11. G.A. Williams and M.J. Holt, "The future of vehicle
`electrical power systems and their impact on system
`des'gnr" SAE Paper 911653: FU'U’eI’anst’O'tam"
`Technology Conference and Exposmon, Portland,
`Oregon, Aug. 1991.
`12. M.F. Matouka, “Design considerations for higher
`voltage automotive electrical systems," SAE Paper
`Future
`Transportation
`Technology
`Conference and Exposition, Portland, Oregon, Aug.
`
`13. CR. Smith, “Review of heavy duty dual voltage
`systems," SAE Paper 911857,
`International Off-
`Highway & Powerplant Congress and Exposition,
`Milwaukee, Wisconsin, Sept. 1991.
`14. S. Muller and X. Pfab, “Considerations implementing
`a dual voltage power network," SAE Paper 98C008,
`lEEE-SAE
`International
`Conference
`on
`marg‘fioqtgggn Electron/cs (Convergence), Dearbom,
`15. J. Becker, M. Pourkermani, and E. Saraie, “Dual-
`alternators,"
`SAE
`Paper
`922488,
`lntemationa/ Truck and Bus Meeting and Exposition,
`T°led°-Ohi°r NOV- 1992-
`_
`16' J’IO'Dwtl'er’ 0'
`€7,232”;
`an.“ T‘ Re'bi'. "Dial
`migaiggrzagzzcafions 1:35;”: mVMafggéespgr
`'
`'
`I
`'
`17. J.C. Byrum, “Comparative evaluation of dual-voltage
`automotive
`alternators," S.M. Thesis, Dept.
`of
`Electrical Engineering
`and Computer Science,
`Massachusetts Institute Of Technology, Sept. 2000.
`
`
`
`
`.
`
`2000-01-C085
`_
`.
`_
`Open Systems and Open Mlndsets: Entertainment, Information and
`Communication Systems for the Automotive Future
`
`Rolf Juergen Bruess
`Mannesmann VDO Car Communication
`
`ABSTRACT
`,
`This paper and presentation
`W'” dgscnbe how one company '5 a_d‘
`dressmg the convergence 0t entertaln-
`ment, mformat'on and commumcat'ons
`for tomorrow's automobiles.
`The aP'
`proach presents a framework for incor-
`porating diverse. technologies
`in COSt
`effective en}? ett'C'ent ways to PrOV'de for
`bOth tlelelllt¥ and future growth-
`_ It
`offers a paradigm for integrating best-ln-
`class technologies from third parties lnto
`multimedia
`systems
`that meet
`fast-
`changing customer demands.
`
`'
`The approach recognizes that
`automotive customers' expectations for
`features and functions are increasingly
`driven by computing and telecommuni-
`cations capabilities that they experience
`outside of their cars. Future in-vehicle
`multimedia systems Wt“ be based 0"
`combinations of leading edge technolo-
`gies
`involving computers,
`cellular or
`satellite communications, car radio and
`car navigation product technologies.
`
`The paperproposes an open
`
`systems approach to multimedia sys-
`
`INTRODUCTION
`
`tomorrow’s
`and
`today's
`In
`multimedia word, aUtOlTlOtive BleCtl'OrttCS
`suppliers are confronted with avariety of
`daunting Challenges including tGChr‘o'O'
`gies that are emerging from outside the
`automotive industry. These technologies
`are more diverse and have shorter life
`cycles than almost anything in the tradi-
`tional automotive industry’s experience.
`Automotive
`electronic
`suppliers must
`develop systems and architectures that
`bridge the gap between the Iife cycles of
`typical
`consumer products
`that
`are
`measured in 6 to 18 months and vehicle
`lifecycles that can last more than ten
`(10) years including development times
`of13to 35 months.
`
`It is interesting to compare the
`market penetration rate for cars versus
`those of various electronics products as
`shown in Figure 1_
`
`Consumer Markets
`'"S‘de‘mmm'mWWW“
`
`
`
`
`
`
`
`I
`
`

`

`Consumer electronics products
`clearly have faster penetration rates
`reflecting both their perceived entertain-
`ment and informational value to custom-
`In the last 40 years,
`in-car enter-
`tainment systems have reflected similar
`shifts in priorities, as they have moved
`from simple radios powered by electronic
`tubes and providing very limited range
`and very poor sound quality to today’s
`automotive CD and DVD systems offer-
`ing stereo sound from multiple speakers
`combining with LCD displays to provide
`navigation and yellow page information.
`Tomorrow, we’ll see further shifts to new
`features
`and functions
`embodied in
`increasingly
`software-dominated
`sys-
`tems as shown in Figure 2.
`
`Convergence in the Car
`
`Top Level Architecture
`
`stand alone
`
`Merging of Car Audio and
`NIvlg-tlen Functionlllty
`.
`
`a...
`
`:E
`
`Product. Yip-It
`
`
`
`upgr-d-hle
`'j':”W-MM-flfl—Vfi—‘EEE “tit?"
`Syllernl
`In tlmrl of
`functionality
`and
`performance
`
`Figure 2. Convergence of entertainment,
`mation and communications in the car.
`
`infor-
`
`automotive cus-
`Increasingly,
`tomer demand is created by consumer
`markets where new systems and serv-
`ices are being introduced seemingly on a
`daily basis. “Non-automotive” technolo-
`gies and products are the first priority for
`
`0 New digital communications
`services—GPRS, UMTS,
`Bluetooth, etc.
`- Digital broadcast systems—
`DAB and DVB-T
`
`. Personal appliances—PDA,
`Smart Phone, Videophone
`
`Different mobile technologies are merging
`and will be combined In new car solutions
`Vellow Page:
`TVMdeotext
`..
`é WAP
`
`VolatiEe mass storage
`UMTS
`
`
`
`fin! MPEGm
`
`Download from Internet
`
`Video ‘
`
`Figure 3. Automotive solutions will integrate en-
`tertainment, information and communications in
`new ways.
`
`the
`The Internet is, of course,
`primary driver and carrier of many of
`these new services. The car is becom-
`ing an Internet device that merges sys-
`tems
`for
`information,
`entertainment,
`communications, and driver assistance.
`The challenge for automotive electronics
`suppliers and OEMs is to define which
`seNices are most highly valued by the
`end customer and to provide them in the
`fastest and most efficient way. Stepping
`into the future of the connected automo-
`bile does not mean that a PC needs to
`be installed in every car.
`Rather,
`it
`means that the vehicle must provide PC
`connectivity and openness in a way that
`ensures drivers and passengers with
`desirable features and functions in the
`
`
`
`
`
`0 Product life cycles are sub-
`stantially shorter than any-
`thing we have dealt with in
`the past
`. Key technologies are being
`launched outside our areas
`
`of core competence
`. The center of gravity of our
`business is moving rapidly
`to software
`
`Clearly, our future success will depend on
`our being able to work with partners
`outside our industry, and on our ability to
`incorporate their technologies into ours.
`The keys to success will be
`
`.
`
`tech-
`killer
`
`the
`
`right
`
`Identifying the right
`nologies
`(e.g.,
`"the
`aps")
`. Partnering with
`partners
`. Accelerating development
`implementation
`0 Market penetration
`.
`Flexibility and modularity
`
`TOP LEVEL ARCHITECTURE
`
`For VDO, the underlying struc-
`ture on which to build future multimedia
`solutions is a hardware and software
`
`architecture that we have called Top
`Level Architecture (“TLA").
`TLA is an
`open, scalable, upgradeable and modu-
`lar multimedia concept
`that
`integrates
`standard, proprietary and third party
`products and technologies.
`
`connectivity framework that allows us to
`focus our expertise and to leverage our
`resources without
`inventing the latest
`technologies that are created outside the
`automotive market.
`Schematically, this
`is illustrated in Figure 4.
`
`The TLA Concept - The invincible combination
`
`Can
`Can
`Camper-nae:
`Moouie:
`E] mB
`I3 Muh-
`
`5W
`
`A clear “make-or-
`buy" strategy and a
`Ltrxarvmslaflows
`own expertise and to
`ue to focus on our
`leverage our
`resources without re-
`n D
`inventing latest
`71A Pli'lflonl
`technology which is
`. I
`57W." OMEMB the
`Partner Modern
`Moemerlnreflzgg Mach-mlFackegmg
`
`and System lntegrlironbu, m a“, 9mm", Camp, automotive market.
`
`
`'
`
`'
`
`-
`
`,
`
`._
`.=
`
`;-t
`'.
`
`.
`
`'
`
`
`
`Figure 4. The TLA Concept optimizes “best-in-
`class product offerings in entertainment, informa-
`tion, communication.
`
`TLA is an open system capable
`of processing data from arbitrary sources
`over arbitrary communication links.
`It
`will provide the following functionality as
`described in Figure 5:
`
`From Communication Device to Open System
`
`An open system is a system capable of processing data from arbitrary sources
`over arbitrary communication links.
`For this It will have to provide
`-
`the appropriate apprlatlons.
`' all usng the Application Programming Interface {AFII oi the target
`system.
`- all coded to be binary cornpatzble (Application Binary interface (AEI)
`- a reliable security system,
`- a transparent mechanism for internationalization and lowlilat on.
`
`- a transparent handling of input r Output devices.
`
`
`
`

`

`0 Security
`0 Transparency mechanism
`for
`internationalization and
`localization
`
`. Transparent
`devices.
`
`input/output
`
`TLA consists of four levels of
`functionality: Hardware, Resources,
`Services and Presentations. Hardware
`is obviously the physical
`electronics
`providing the function. Resources are
`the hardware/software drivers that inter-
`face between the physical devices and
`the Services software. Services and
`Presentations software are described in
`Figure 6
`
`Foundation - Service Concept
`
`- Software divided into two basic types:
`—Servit_:es - components which provide a piece ol iunctionallty, e.g. route
`planning - no MMI. A service may use other services to provide its
`unctlonality. For instance a mute-planner would use a service exporting a
`map database. A service is delined by the AFI It upon: - no coupling
`between Implementation
`
`—Fresentations - a component which uses one or more seMces and the
`rentitlon and MMI components to provide a usertntertace ior one or more
`user functions. in some uses the presentation to service mapping will be
`
`direct one-to-one, in other cases it could be lairty sophisticated
`
`Figure 6. Foundation software is divided into
`two software functions: Services and Presenta-
`
`Services are software components that
`provide a basic functionality, e.g., route
`planning or music entertainment. Serv-
`ices have no man-machine interface,
`rather they interface with Presentations
`via an Application Programming Inter-
`
`interfaces and can be tailored to be
`
`highly user-friendly.
`
`TLA’s
`
`software will utilize a
`
`component library strategy (Figure 7).
`
`TLA Component Strategy
`
`- Strategy to use a component library
`- Components have following characteristics:
`-Responsible for a well bounded functionality
`— Can be decomposed into sub-components
`- Fully encapsulated, minimum dependency on usage context
`- Described through APis (industry standard where these exist)
`—Characterised ior tootprint and performance
`- Components will interact through a single integration platform
`P 3V
`— film-time integration through a client-server model which allows plug-and-
`—Static integration ior low value components (drivers, error handling. etc..) or
`requirements for tight coupling
`
`Figure 7. TLA uses a library of software components.
`
`This means that software components
`will have the following characteristics:
`
`
`
`well-
`for
`. Responsible
`bounded functionality (e.g.,
`audio/radio,
`internet
`inter-
`face, communications serv-
`ices)
`o Decomposable
`components
`with
`Fully
`encapsulated
`minimal dependency on us-
`age context
`. Described through APls
`. Characterized by footprint
`and performance
`
`into
`
`sub-
`
`-
`
`The overall TLA systems architecture is
`illustrated in Figure 8.
`
`TLA Overall SW-System:
`Object oriented and “lntemet ready"
`Fax-noon
`
`system for the future.
`
`.rr. ii
`
`a
`
`J:
`till”: nil__
`
`"M.
`
`AfullOblectOrimted
`
`Design oi the
`i '\ioundatlon and every
`program.
`Based on rock solid
`system software
`./components ensure
`secure systems with
`rapidly increasing
`lunctlonallly.
`An "Internet ready"
`
`Figure 8. TLA’s software is object oriented
`and internet ready.
`
`Services and Presentations software are
`contained within the Foundation-Service
`
`Module which utilizes a broker system to
`implement specific functionalities (Figure
`9).
`
`Foundation - Service Model
`
`- Service Installation and interaction is based on a broker system. The
`broker allows services and presentations to locate and connect to the
`services they need on a asaneeded basis. to. at run-time.
`This is the basis of the ‘openness" of the TLA soltware immework. A
`servrce which needs other services an be installed on the piation'n,
`register Itself ior use and also connect to the services which it
`requires. This process can take piece in the lield.
`- Broker is a service which provides the following functions (or equrvalent)
`in its API
`-Ftegrster Service/Looms: ServiceJConnect to Service/Disconnect
`Service/Unregistar Service
`- The service model ior TLA ls symmetric for JAVA and Native code.
`
`
`
`interact
`will
`components
`Moreover,
`through a single integration platform that
`will provide run-time integration through a
`
`Figure 9. Foundation Service Model is based on
`a broker system, allowing for as-needed use.
`
`Additional Services and Presentations
`
`in modules for security,
`provides built
`internationalization
`and
`localization.
`
`Input/Outputidevices are implemented in
`JAVA within the Presentations software.
`
`Figure 10 illustrates an exam-
`ple of TLA’s support for openness and
`connectivity:
`
`Top Level Architecture
`Support for Openness and Connectivity
`
`Service installation and
`interaction is based on a
`broker system. The broker
`allows services and
`presentations to locate and
`connect to the services they
`need on a sweater: basis.
`
`
`
`This is the basis at the "openness" of the TLA software framework.
`A service which needs other services can be installed on the platiorm, register
`Itself for use and also connect to the services which it requires.
`
`Figure 10. TLA supports openness and connectivity.
`
`in this example, TLA allows for integra-
`tion of multiple phone and route planning
`services. TLA uses a “sen/ices broker"
`to control
`the interaction between the
`Services and Presentations. This allows
`users to locate and connect to services
`
`on an as-needed basis. Moreover,
`additional Services can be installed on
`
`the platform, register themselves for use
`and connect with other services that are
`
`required. This approach can readily be
`extended to such other third-party en-
`tertainment applications as MP3, video,
`and so forth.
`
`CONCLUSION
`
`

`

`ment technologies into the car in a cost
`effective and efficient manner.
`It ad-
`
`dresses key challenges facing suppliers
`fast-changing world of electronics
`where new technologies are emerging
`so rapidly that several product life times
`will occur during the life of
`the car.
`Moreover, it enables suppliers, like VDO,
`to partner with a broader range of sup—
`pliers from outside the automotive in-
`dustry to meet and even anticipate cus-
`tomers’ demands.
`
`REFERENCES
`
`Gates, Bill, “Business @ The
`Speed of Thought" Warner
`Books, 1999
`
`CONTACT
`
`Rolf-Juergen Bruess
`Executive Vice President
`Mannesmann VDO Car Communication
`
`Philipsstrasse 1
`35586 Wetzlar
`
`Germany
`
`
`
`Role of Electronics in Automotive Safety
`
`2000-01 -0086
`
`Priya Prasad
`Ford Motor Company
`
`q
`
`mfi
`7:”$313?”.
`
`at:
`
`ABSTRACT
`
`The past, current and future role of electronics in
`reducing accidents, crash severity and crash notification
`is discussed. A holistic approach that ties pre-crash,
`crash and post-crash factors in enhancing automotive
`safety is examined and the growing role of electronics in
`affecting the three factors is discussed.
`Electronic
`technology has already entered the automotive safety
`arena. and its utilization in the future is expected to grow
`rapidly towards the goal of safer roadway environment.
`
`INTRODUCTION
`
`The use of electronic componentry in automobiles has
`been increasing steadily since the mid~1980's.
`In
`response to societal needs for fuel efficiency and cleaner
`environment, the vast majority of powertrains are now
`controlled by electronic components due to their high
`reliability
`and
`miniaturization
`of
`sensors.
`Microprocessors are becoming faster and sophisticated
`algorithms have been developed to control powertrain
`functions.
`Electronics has moved in to the field of
`automotive safety with application in Anti-lock Braking
`System and Enhanced Stability Protection Systems.
`Early airbag systems have used mechanical sensing
`systems
`for
`crash
`severity
`prediction,
`but
`the
`diagnostics, display and design have been electronically
`controlled. With further advances in micro-machining
`and micro-processor technologies, the role of electronics
`in automotive safety has increased substantially in the
`mid-1990's. and is expected to grow exponentially in the
`future.
`
`CURRENT PERSPECTIVE
`
`PRE-CRASH
`
`Electronic sensing technology is already being used to
`enable anti-lock braking system and enhanced stability
`systems. The usage of these technologies in mass
`production continue to increase and are expected to
`reduce accidents in the future. Seat belt sensors are
`now being used to detect belted status of occupants to
`change
`airbag deployment
`thresholds.
`Pre-crash
`sensing of seat position is currently being used as a
`surrogate for occupant size and proximity to the airbag.
`Based on the pre-crash information, airbag deployments
`are being controlled.
`
`into
`translate
`rates
`increased belt wearing
`Since
`improved safety of occupants, "belt minders" have been
`introduced in mass production. Although the real world
`effectiveness of this intervention is too soon to estimate,
`the effect is certainly expected to be positive.
`
`CRASH PHASE
`
`Crash severity sensing in vehicles involved in crashes is
`evolving rapidly from mechanical to electronic sensing.
`Electronic crash severity sensing is used in front
`impacts, side impacts and rollover prediction.
`In frontal
`impacts
`advanced
`restraint
`systems
`have
`been
`introduced in mass production that utilize
`existing
`electronic sensing technologies. The bundled use of
`crash-severity sensors, seat-track-position and buckle
`
`.3.
`
`4?
`
`-=.t\”to
`‘____
`'=5?-"55,9.-
`
`
`
`