Report type Deliverable D19 Report name Final report · Report type Deliverable D19 Report name Final report Version number Version 2.0 ... trailer types (full and semi) that are

STREP

SPARC Secure Propulsion Using

Advanced Redundant Control eSafety for road and air transport initiative (2.3.1.10)

Contract no.: 507859

Report type Deliverable D19Report name Final report

Version number Version 2.0

Dissemination level PULead contractor DaimlerChrysler AG

Due date 31.07.2007

Date of preparation 05.03.2008

SPARC Partners Daimler AG austriamicrosystems AG Centro Ricerche FIAT SCpA ContinentalTeves AG & Co. oHG CAS München GmbH École Polytechnique Fédérale de Lausanne Eidgenössische Technische Hochschule Zürich ETAS GmbH Freescale Halbleiter Deutschland GmbH Georg Fischer Verkehrstechnik GmbH German Aerospace Center (DLR) Haldex Brake Products AB iQ Power Deutschland GmbH Irion Management Consulting GmbH

ITT Rudolf Schadow GmbH Kögel Fahrzeugwerke AG Knorr Bremse R&D Center Budapest MAGNA STEYR ECS GmbH Michelin S.A. SIMTEC GmbH Dürr Assembly Products GmbH Siemens AG SIMTEC GmbH SKF YAMAR Electronics Ltd. University of Stuttgart University of Würzburg (IZVW)

Final Report SPARC 05.03.2008

Deliverable D19 31.07.2007 ii

Authors All SPARC partners and individual authors

Project Co-ordinator

Dr. Armin A. Sulzmann

TPE/VES, HPC T332

D - 70546 Stuttgart

Phone +49 (0)711 17-5 40 95

Fax +49 (0)711 17-5 99 11

e-mail [email protected]

Copyright: SPARC Consortium 2007

Copyright on template: Irion Management Consulting GmbH 2007


Deliverable D19 31.07.2007 iii

Revision and history chart

Version Date Reason

0.1 24.10.2006 Initial proposal for structure and contents by IMC

0.2 21.11.2006 Integration of chapter 3 structure (IQP)

0.3 04.12.2006 Identification of individual section authors (DCA)

0.4 27.06.2007 Integration of individual inputs by IMC

0.5 03.07.2007 Further integration of individual inputs by IMC

0.6 27.08.2007 New table of contents reflecting the results of the review

0.7 28.11.2007 Filling with contents; inputs by AAS, JK and JKI

0.8 02.02.2008 Further inputs by JKI on exploitation, management and dissemination. Corrections of initial chapters by JKI.

1.0 03.02.2008 Input of technical results by JKI, Final version.

2.0 05.03.2008 Further and final checking and editing by JKI


Deliverable D19 31.07.2007 iv

Table of contents

Revision and history chart.............................................................. iii Table of contents ........................................................................... iv Executive summary.........................................................................1 1 Project objectives .......................................................................2

1.1 Vision...................................................................................2 1.2 Objectives............................................................................3

2 Approach ....................................................................................4 2.1 Motivation ............................................................................4 2.2 Project technical approach ..................................................5 2.3 Conclusions on the approach selected ...............................6

3 Project results and achievements ..............................................8 3.1 Meeting the project objectives.............................................8 3.2 Scientific & technological quality and innovation.................8

3.2.1 X-by-wire ....................................................................9 3.2.2 Architecture/platform................................................10 3.2.3 Test systems ............................................................11 3.2.4 Drivability HMI ..........................................................12 3.2.5 Assistant systems ....................................................13 3.2.6 Small passenger car ................................................14 3.2.7 Truck-trailer ..............................................................15

3.3 Results from system tests and lessons learned ................18 3.3.1 Testing advanced vehicle components in two steps 18 3.3.2 Focus of the tests.....................................................19 3.3.3 Results from the test ................................................19 3.3.4 Advantages of the SPARC test system....................21 3.3.5 Results from the real driving experience..................22 3.3.6 Perspectives of the future ........................................22

4 Co-ordination aspects ..............................................................24 4.1 Project management .........................................................24 4.2 Management tasks ............................................................26 4.3 Cooperation with other Integrated Safety projects ............27 4.4 Deliverables and other outputs..........................................27

4.4.1 Major deliverables ....................................................27 4.4.2 Dissemination...........................................................28 4.4.3 Patents .....................................................................33

5 SPARC applications roadmap..................................................34


Deliverable D19 31.07.2007 v

General exploitation patterns & role of project partners ...........34 Technology exploitation............................................................34 5.1 DaimlerChrysler AG ..........................................................35 5.2 DaimlerChrysler Axles.......................................................35 5.3 École Polytechnique Fédérale de Lausanne.....................36 5.4 ETAS GmbH......................................................................36 5.5 German Aerospace Center (DLR).....................................36 5.6 Freescale Halbleiter Deutschland GmbH ..........................37 5.7 Haldex Brake Products AB................................................38 5.8 iQ Power Deutschland GmbH ...........................................39 5.9 ITT Rudolf Schadow GmbH ..............................................39 5.10 Kögel Fahrzeugwerke AG........................................40 5.11 Knorr Bremse R&D Center Budapest ......................40 5.12 MAGNA POWERTRAIN ECS GmbH & Co KG........40 5.13 CAS München GmbH...............................................41 5.14 Siemens AG.............................................................42 5.15 SIMTEC GmbH ........................................................43 5.16 DÜRR Assembly Products GmbH (former Schenck

F.A.P. GmbH)....................................................................44 5.17 SKF ..........................................................................46 5.18 University of Stuttgart...............................................47 5.19 YAMAR Electronics Ltd............................................47

6 S&T prospects..........................................................................49 7 Conclusions..............................................................................50 Appendix: The SPARC book.........................................................52


Deliverable D19 31.07.2007 1

Executive summary Within the central objective of the SPARC project a drive-by-wire vehicle architecture integrating various x-by-wire and assistant systems was worked out and introduced. The consortium expects similar architectures to help to significantly reduce the number of accidents and hence mitigate its effects on both humans and the environment.

The SPARC project concentrated on supporting the driver by using a Safety Decision Control System which is designed to monitor the state of the driver, e.g. drowsiness, and accordingly propose, actuate, execute and monitor appropriated reactions to different scenarios.

DaimlerChrysler headed the SPARC project. The consortium consisted of 26 international partners that cp-operated in a three and one half year effort to achieve the project goals.



1 Project objectives

1.1 Vision The SPARC project (contract no.: 507859) has been running since 1st January 2004 and finished on 31st July 2007. The overall goal of SPARC was to substantially improve transport safety and efficiency for heavy goods vehicles using intelligent x-by-wire technologies in the powertrain. To prove this standardised concept, a SW/HW platform that is scalable down to small passenger cars (sPC) was developed and integrated therein. This will significantly reduce the number of accidents and hence mitigate its effects on both, humans and environment.

According to the Final Report of the eSafety Working Group (November 2002), most accidents (about 75%) are caused only by human errors, in 95% the driver is the one who is responsible for causing such serious accidents and it is not technology which is to blame. There are about 40.000 fatal accidents on Europe's roads each year. The European Union is committed to the ambitious aim of decreasing this number by one half until by 2010. Nevertheless, the accident rate is unacceptably high and has to be reduced. It is clear that the driver as the weak link in the accident chain has to be supported in his driving task.

The SPARC concept is designed to achieve this goal. Natural motion is described by a vector (direction and velocity). The driver creates the desired motion vector, while being supported by an exchangeable HMI. Additionally a safety assistance and evaluation system (based on an interactive display information system using satellite navigation systems (GPS) and a smart camera to inspect the environment) creates another motion vector in parallel (the redundant vector). Both vectors are input to the Safety Decision Control System (DCS). The DCS will run on a central redundant cabin-ECU. The DCS will avoid accidents by compensating for driver failure probability (driver incapacity, dead man state) by generating a secure motion vector based on a comparison of both vectors. This secure vector will be passed onto the extended x-by-wire power train.



1.2 Objectives The switch from reactive active safety to preventive active safety realised by the SPARC-vehicles constitutes a breakthrough in road safety technology by pursuing the following main technical objectives:

1. Develop an accident-avoiding vehicle using a DCS, which compensates driver failure probability (driver incapacity, dead man state, etc.).

2. Extend concept of heavy goods vehicle to full tractor-trailer combination.

3. Describe and validate clear SW/HW-interfaces for automotive redundant control systems to combine results from other EC-Projects as PReVENT, AIDE and PEIT.

4. Validate the scalability of the concept by transferring it from heavy-duty trucks to small passenger cars. This is done by realising four validation vehicles.

5. Describe a harmonised homologation path for scalable SPARC safety system.

6. Ensure European technology leadership for integrated X-by-Wire/DCS system approaches.

With regard to the validation vehicles the objectives and potential results can be further detailed to:

1. Building up two ACTROS, two SMART vehicles with extended power train controller functionality, and to communicate to semi-trailer and full trailer (HGV only) using the same protocol.

2. Building up two trailers, which reflect most of the potential trailer types (full and semi) that are available on the market, each showing different safety and architecture concepts.

3. Demonstrate two different concepts of trailers to investigate potential "dry" trailer concepts with/without air pressure, hydraulics (only one with electro-mechanical brakes).

4. Building up a HGV/Smart vehicle with DCS, investigating the secure information flow to prevent accidents before the situation even comes up (driver’s dead man state, etc...).

5. Building up a HGV/Smart vehicle with integrated and operational assistant systems.

6. Building up a HGV/Smart vehicle with configurable driver parameters.

7. Building up a HGV/Smart vehicle with interchangeable Interface (side stick, electronically controlled "conventional" interface).



2 Approach

2.1 Motivation In the integration phase, the partners have been divided into seven subgroups to improve the processes for the vehicle integration. Those subgroups were:

1. X-by-wire

All actuators of the vehicles are controlled with electronic signals in the SPARC x-by-wire systems. There is no mechanical connection between driver and chassis. This results in smart steer-, brake-, accelerate- and shift-by-wire performance of the vehicle. As a result braking is enhanced and stopping distance is decreased.

2. Architecture/Platform

The main task of this subgroup was to ensure the safe data processing of the environmental data and the driver inputs. For this a redundant controller platform, Dual Duplex ECU, is used. This architecture and operating system makes it possible to recognize and compensate occurring failures without compromising the running of the vehicle. If the driver’s wish does not correspond to a safe motion vector, generated by the use of environmental information, the Decision Control System (DCS) helps the driver to control and steer the vehicle on the base of this safe motion vector.

3. Test systems

Future drive-by-wire vehicles show the necessity to test all sub-systems and software from the partners as well as the entire vehicles. The systems and the software components were tested in the lab. To test the vehicles test benches for the heavy goods vehicles and small passenger cars have been built up. Consequently driving tests for all vehicles on divers test tracks have finalised the operation.

4. Drivability HMI

The drivability of a SPARC vehicle is improved through a complete new Human Machine Interface (HMI). There are two exchangeable HMIs using the sage protocol: one with a side-stick and another with an electronic steering wheel/pedal box. Software monitoring is used to provide data from surrounding of the vehicle to the driver as well as important information of the vehicle subsystems.

5. Assistant systems

Sensors collect environmental data from the surrounding of the vehicle and the inputs of the driver. RADAR is used to detect objects within the long-distance range, a camera scans the immediate surroundings, and a GPS is used to generate reliable data on the absolute location of the vehicle. All three inputs are fused to a more reliable data set.

6. Small passenger car (SPARC vehicles)

There are two small passenger cars (sPC) and two heavy goods vehicles (HGV) built up within the project to demonstrate the scalability of the system and its components. One vehicle has an



electronic steering wheel in combination with steer- und brake-by-wire actuators. In the respective second vehicle is running with a side stick as human machine interface. The main task of the subgroups was to integrate all partners contributions.

7. Truck-Trailer

The heavy goods vehicles (HGV) are one full- and one semi trailer which demonstrate two different concepts of trailers. The full trailer is equipped with electromechanical brakes; the other is equipped with the next generation disk brakes. Both are equipped with a new generation of axles, in which the axle housing is used as reservoir for the air supply. The main task was to integrate all partners contributions.

2.2 Project technical approach At the beginning it was planned to separate all the technical tasks into work packages. There have been eight work packages. Seven of them have a technical background. The other work package describes the project management.

The technical work packages were:

1. Interfaces and system analyses (WP 1000)

2. Decision Control system (WP 2000)

3. Assistants (WP 3000)

4. Platforms (WP 4000)

5. Verifications (WP 5000)

6. SW/HW Scalability (WP 6000)

7. Homologation Concept (WP 7000)

This structure was introduced because it fits the starting tasks like e.g. “Interfaces and system analysis”. When the project came into the integration phase and the vehicles were built, this work distribution was outdated. Hence the consortium decided the use a new work distribution to organize the integration of the partner’s software and hardware more efficient. This leaded to seven new subgroups:

1. X-by-wire

2. Architecture/Platform

3. Test systems

4. Drivability HMI

5. Assistant systems

6. Small Passenger car

7. Truck-Trailer



Those subgroups mapped or transferred the tasks from the old work packages as shown in the following table:

Subgroup Work package X-by-wire WP 7000

Architecture/Platform WP 1000, WP 4000

Test systems WP 5000

Drivability HMI WP 3000, WP 4000

Assistant systems WP 2000, WP 3000

Small Passenger car WP 6000, WP 7000

Truck-Trailer WP 6000, WP 7000

With the successful development of these subsystems the SPARC concept to help saving lives was achieved.

2.3 Conclusions on the approach selected The separation into seven modules enabled the project coordinator to focus on the interfaces between the modules and not to waste time on the detailed modules itself. This allowed sharing local responsibility and keeping modules operational during the runtime of the project. The interfaces (once defined) were kept stable without being influenced by other module status and detailed work issues. Improvements can be installed in future projects to define the interactivities and synchronisation points between modules in advance (How to work together and when). To synchronise work status and work outcome the consortium met on regular basis:

• Quarterly meetings helped to let seven modules work independently and to synchronize every 3 months. This synchronised work, reporting und management issues.

• Individual meetings in between the sub-group modules (within the 7 modules) helped to independently foster the boundary conditions to other sub-modules, which then had been re-discussed in the quarterly meetings



The project results had been clear from the beginning. The self-set demonstration goal for the final event pushed the project participants helped to come up with unique vehicle solutions.

The system requirement discussion during the first one and a half year helped the consortium to continuously re-think the project content and to come up with a well structured and continuously improved solution.

At the beginning of the project the unique and revolutionary processes and a not known tools landscape had to be faced together with the working out of the architecture and SW-Integration processes. All these parallel challenges could be mastered using the above described management approach.

Throughout the project, the vehicles and its subsystems have been validated in order to facilitate the integration process.

In order to prove that the proposed technical solution is indeed scalable, the whole concept has been transferred from a heavy goods vehicle down to a small passenger car.

The modules exchanged concepts, parameterized SW-packages and a cross vehicle integration team made it possible to exchange methods, implementation strategies, interfaces and subsystem behaviour between small passenger car (sPC) and heavy goods vehicle (HGV).

This architecture and working model made it possible to integrate safety functions and to simultaneously minimize the complexity of the overall vehicle structure. The expected evolution from reactive safety to preventive safety created by the SPARC vehicles will constitute a breakthrough in road safety technology.



3 Project results and achievements

3.1 Meeting the project objectives The SPARC project has finished and has impressively achieved its main objectives. These objectives have been coherent with the European automotive safety vision.

The project has successfully demonstrated several highly innovative concepts. SPARC may be regarded as a key milestone in the development of, and deployment of x-by-wire technology, ADAS and highly automatable driving systems.

1. The switch from reactive active safety to preventive active safety created by the SPARC- vehicles will constitute a breakthrough in road safety technology by pursuing the following main technical objectives:

2. Development of an accident-avoiding vehicle using a Decision Control System (DCS), which compensates driver failure probability (driver incapacity, dead man state, etc…).

3. Description and validation of clear SW/HW interfaces for automotive redundant control systems to combine results from other related European projects (e.g. PEIT, PReVENT, AIDE, etc...).

4. Extension of the concept of heavy goods vehicle to full tractor-trailer combination.

5. Validation of the scalability of the concept by transferring it from heavy-duty trucks to small passenger cars. Two validator vehicles classes have been built up.

6. Description of a harmonised homologation path for scalable SPARC safety system.

7. Ensuring European technology leadership for x-by-wire vehicles.

3.2 Scientific & technological quality and innovation All technical results and achievements by the project partners have been summarised in the ‘SPARC book’, which is publicly available.



Therefore, the descriptions in this report are summaries of the respective chapters in the book. The SPARC book is a part of the final report. It is appended.

3.2.1 X-by-wire FlexRay™ applied in SPARC – the Physical Layer and its limits (austriamicrosystems AG)

FlexRay was designed as a very flexible, high speed and fault tolerant system, which supports deterministic behaviour as even event triggered mechanisms. Given that FlexRay is intended to be the next generation automotive networking system, the target is to combine in FlexRay, the highest flexibility, stability, robustness, reliability and dependability possible.

The SPARC project is the first project worldwide to use FlexRay as the backbone bus system in vehicles for safety critical applications as for steer-by-wire and brake-by-wire.

As a networking system in vehicles, FlexRay supports various types of network topologies at a data rate of 10 Mbps and full redundancy. In automotive networks, except for fibre optic transmissions, this bandwidth has not been achieved reliably in regard to standard copper cables. As this poses a challenge in the usage in safety critical areas, the reliability needs to be ensured by defining the physical limits on the lowest foundation layer, the FlexRay Electrical Physical Layer.

Please see page 10 of the SPARC book for the full information.

PowerTM Architecture and FlexRay in the x-by-Wire SPARC Vehicles (Freescale Halbleiter Deuschland)

The PowerTM Architecture and FlexRay in the x-by-Wire SPARC Vehicles provides an overview of the utilized main microprocessors, which are deployed in the central computation nodes enabling the central safety control platform. Furthermore the available model based software development process will be explained through code generation for this platform. The central nodes are the essential computation platforms for the active safety algorithms.

Also described is the FlexRay communication utilized and its implementation in silicon. The FlexRay based by-wire technology is the key architectural communication element of the SPARC vehicle. FlexRay supports redundant communication channels and time triggered communication which is suited for the implementation of by-wire architectures.


Fail-Safe Electrical Energy Management is a Vital Function in Drive-by-Wire Vehicles (iQ Power)

When it is about how electrical energy is supplied, automobiles that are equipped with drive-by-wire demand a new way of thinking about the kinds of solutions in use today. Power is no longer only



referred to as something that flows from a socket or generator. Instead, electrical energy itself is becoming a safety-critical function. This is something completely new, which has a fundamental impact on the architecture, the reliability in measuring the amount of available electrical power and ultimately on the entire system of electrical energy management.


3.2.2 Architecture/platform Central Safety Control Platform for the Active Accident-Avoiding SPARC Vehicles (Univ. Stuttgart, ILS)

Active assistance systems, which actively intervene before dangerous situations occur, produce very high demands on the central control platform regarding reliability. When moving to complete by-wire systems there is even an increased demand for system availability due to the removal of potential mechanical fall back capabilities.

The conflict of goals between required integrity of the data and availability of the control unit cannot be resolved with state-of-the-art approaches in automotive electronics. The presented adaptation of well established fly-by-wire concepts to the needs of the automotive industry seems to be a very promising approach.

The new type of redundancy management, high computational power, standardized HW-SW interfaces, as well as a flexible design for different applications and a "close to production" degree of maturity, make the presented controller truly a central control platform for all kinds of active accident avoiding vehicles.


Central Platform Computer (Univ. Stuttgart, ILS)

The system concept approach of an intelligent accident avoiding x-by-wire vehicle is the essential theme within SPARC. For SPARC state-of-the-art fly-by-wire avionics technology has been scaled down to the needs of the automotive industry. A redundant, easy to use and scalable x-by-wire platform and its usage within a SMART passenger car and an ACTROS Heavy-Goods vehicle are described. The developed platform that can fulfil governmental regulations and state-of-the-art technology is shown.

Furthermore, the functionality of the redundancy-management software are figured out. Error detection and system management functions for redundant resources are described and a concept for the development and integration of “simplex minded” high-level coordination functions within the central control-platform is shown.




3.2.3 Test systems Vehicle integration & testing (Daimler)

The testing environment for mechatronic subsystems needs to cover the full range of ECU’s testing, the testing of the central DCC architecture with the multiple software packages on board as well as the total mechatronical vehicle with all interlinked control algorithms. One task regarding the integration of the different aggregates into the complete vehicle system is collecting and connecting software modules from different partners and merging them into the redundant electronic Decision Control Controller and Powertrain Controller. The main step in vehicle testing and integration efficiency was to design the concept of four independent test- and stress unit sets with their own main electrical engine respectively which is also used as a load machine. In addition to these functions the advanced Vehicle Test Rig technology made it possible to steer the vehicle on the test rig. The consortium expects tools and methods like the presented one to foster the path to set full mechatronic Drive-by-Wire vehicles in an efficient and secure way towards future implementation and introduction.


Vehicle Test Rig (Vehicle Hardware in the Loop) for Advanced Vehicle and Component Testing in a Drive-by-Wire Development Environment (Dürr)

In the foreseeable future the integration of more and more mechatronic systems, environment sensors and modern driver assistant and safety systems in new vehicles will require comprehensive and combined vehicle hardware and software test runs. Therefore the common testing- and adjusting procedures within today’s development process will be lead to their limits or at least will become uneconomic or inefficient. Within this article a new highly economic fully integrated development test concept for vehicle testing will be introduced which is able to cope with the needs of new vehicle concepts from today’s common configuration up to a future fully integrated Drive-by-Wire vehicle architecture shown within the EU- Projects PEIT an SPARC.


Comprehensive Testing Platform for the XCC Redundancy System (ETAS)

The intelligent drive-by-wire vehicle system of SPARC is built on a platform approach with a central redundancy system computer, called XCC. The successful fly-by-wire redundancy concept of Airbus was adapted to drive-by-wire applications to address the somewhat antagonistic requirements of failure silence and availability.



ETAS GmbH was asked to provide a Testing Platform that enables both comprehensive testing in the lab as well as in real-world vehicles running on the road or on SPARC test rigs.

This paper will describe which special requirements came up related to the innovative redundancy system and how they were addressed using automotive measurement and calibration equipment as well as project specific extensions, e.g. a flexible operation front-end to access controller-internal variables of up to 16 processors in real-time.

The integration of the redundancy system into real cars was done using directly the target controller hardware. Thus, new control hardware, new FlexRay bus topology and the relevant innovative embedded application software was taken into operation at the same time, yielding high efforts in trouble shooting.

As an outlook, this paper proposes control function prototyping using a generic development ECU with the FlexRay-interface to reduce the risk of vehicle system integration.


3.2.4 Drivability HMI Sidestick and Wheel/Pedalbox to operate a SPARC-Vehicle (ITT)

An advanced automotive vehicle architecture like SPARC requires an advanced human interface to control the movement of the vehicle.

In SPARC a driver interface utilising a Sidestick or Wheel/Pedalbox combination were built up. Both variants use drive-by-wire technology and contain a redundant interface to the backbone for safe information exchange within the SPARC vehicles, the FlexRay bus system.

Both approaches feature a bi-directional interface, accepting commands from and providing active feedback to the driver.

The Wheel/Pedalbox has a more traditional look and feeling for the driver, whilst the Sidestick offers a completely new feeling for steering and driving a vehicle, accompanied by much more flexibility for the interior design.

The applications described in this publication were developed by Interface Controls, a sub-division of ITT.


Testing of SPARC DCS/Co-pilot Software using CRF’s Virtual Reality Driving-Simulator (CRF)

Within the EU Project SPARC, the FIAT Research Centre (CRF) has developed its own version of the Decision Control System / Co-pilot system, which is one of the key-issues of the project. The main scope was to develop a preventive/active safety system capable to alert the driver and to intervene on longitudinal/lateral control of the vehicle, in order to avoid imminent collisions. Two proprietary control algorithms have been developed: the first is the



Decision Control System module, aimed to monitor the surrounding environment, using high-level data from the sensed scenario, and to decide when the Co-pilot must intervene; the second is the Co-pilot algorithm, which is aimed to intervene on lateral and longitudinal control of the vehicle, by means of haptic actuators.

The paper provides first a description of CRF’s Virtual-Reality Dynamic Driving Simulator, which has been widely used during the development of DCS/Co-pilot software. Then, the driver’s acceptability of Co-pilot intervention is discussed and a detailed description of the experimental tests and the relevant results are also presented. In particular the paper describes the different intervention strategies which have been evaluated and ranked by a jury during a drive-test campaign on the VR driving simulator.


SILAB driving simulation as tool for the development of the SPARC co-pilot (WIVW)

Driving simulation becomes more and more a common tool in the development process of driver assistant systems. A major reason for this is that prototypes of a system – even with partial functionality – can be tested in a realistic traffic environment. Additionally, driving simulation allows the design of critical situations which can be examined without endangering the driver and other traffic participants. The driving simulation software SILAB has been successfully used during the development of the SPARC co-pilot. This paper gives an overview of the possibilities of SILAB. It describes the architecture of the SPARC driving simulation, the integration of the SPARC co-pilot into the driving simulation and the design of relevant scenarios for testing the co-pilot.


3.2.5 Assistant systems Data Fusion for Driver Assistant Systems (ETH)

Driver assistant systems can help drivers to identify dangerous vehicle states and traffic scenarios and reduce the risk of accidents. These driver assistant systems are widespread in all categories of vehicles and range from anti-lock brakes to radar based adaptive cruise control. The development of these systems has been accelerated by integrated drive-by-wire components such as electronic gas pedals, brakes, and steering systems. Thus today it is needed to integrate existing approaches and combine strengths and weaknesses of different systems to handle the complexity of typical traffic scenarios. The SPARC project forms an effort to achieve those advanced driver assistant systems by suggesting a general architecture allowing the combination of different assistant system functionality in a general architecture.




Multi-agent system for camera-based environment awareness in vehicles (EPFL)

Safety improvement inside vehicles is a long term strategy for car manufacturers. Thus, active safety is the next challenge that should be addressed. In order to successfully apply that strategy, the information from different sensors is fused to maximize certainty. Moreover, in order to take the numerous situations that can occur on the road into consideration, this paper will present how it is possible to implement a multi-agent system to process the data of a greyscale monocular camera. Thus, different agents cooperate in order to extract useful information as lane trajectory. Similarly another set of agents is used to determine the preceding vehicle position.

This multi-agent scheme is then implemented onto an embedded platform, specifically developed to satisfy the driver assistant system requirements. The different knowledge sources run on this hardware in order to solve different safety tasks as Lane Detection and Vehicle Detection.


Integration of a virtual co-pilot in a vehicle to improve the road safety (Siemens VDO)

Although drivers can avoid accidents in more than 99.99% of the cases, they are still responsible for about 95% of the accidents which were not avoided. Two main reasons can be the reason for that: either the driver had a lack of vigilance, or his reaction was not adapted to the situation. A virtual driver has been developed within the European SPARC project, in order to get a safe system parallel to the driver, which is able to support him by giving relevant information or to intervene whenever it is necessary to optimize the vehicle command. In this article the co-pilot device will be described starting with the vehicle dataflow as an example for a driver cognition model. Then the perception and knowledge layers of this co-pilot will be described. Finally, the decision control, which is the module integrated between the driver and the co-pilot in charge of combining their commands, will be explained in detail.


3.2.6 Small passenger car Steer-by-wire for a small passenger car (SKF)

Studies have proven that the driver is the main cause in 90% of all accidents. This would mean that a full driver assistance system, capable of overriding the driver command, will significantly contribute to the reduction of the amount of road accidents. Such a system will require, next to visual equipment, a full drive-by-wire architecture, which will allow for e.g. steering and braking corrections to the drivers input.



It is described how the steer-by-wire was implemented in the SPARC project in order to create a full driver assistance system with system intervention.

The design of a steer-by-wire system is very challenging. Performance requirements for the actuator are strongly dependent on vehicle parameters and as the system is a critical safety item, it must be fully redundant. For the first time in this project a full FlexRay based Steer-by-wire system, using only electromechanical actuation, has been developed. In this project an Actuator as well as its control units have been developed.


Electronic Wedge Brake EWB (Siemens VDO)

Future driver assistance systems will not only monitor the current traffic situation but actively assist the driver in emergencies. Autonomous intervention in vehicle dynamics will increasingly help to keep the vehicle under control, even in difficult operating situations. A rapid and intelligent braking system is one of the foundations for advancing the next generation of driver assistance systems.

In early 2005, Siemens VDO acquired the innovative company eStop to enter the automotive brake market with the EWB. The EWB is a self-reinforcing electromechanical wedge brake, which operates around the point of maximum self-reinforcement, in order to minimize actuation forces to levels that can be supported by 12V vehicle electrical systems.

Siemens VDO sees its electronic wedge brake (EWB) brake-by-wire technology as the answer to future vehicle chassis safety, weight, reliability and space requirements.


3.2.7 Truck-trailer Electronic controlled Differential Lock in SPARC Truck (Magna Powertrain)

Electronically controlled differential locks (difflocks) are known from different vehicles, mostly passenger cars. The difflocks in nearly all trucks are operated manually by the driver. The most common type is the dog clutch type with the advantage of low costs in production and a high torque capability at low packaging space in the axle drives. A method to automate the difflock control was developed and introduced by the company Steyr Daimler Puch AG in 1992: The Automatic Drivetrain Management (ADM) system.

Each type of a difflock has benefits and its applications but also some disadvantages. Commercial vehicles are cost sensitive and therefore it is not very likely that manufacturers and customers are willing to accept higher costs for such a system.

SPARC (Secure Propulsion using Advanced Redundant Control) is a project funded by the European Commission and coordinated by



the Daimler Chrysler AG. The SPARC vehicle configuration is based on the drive-by-wire technology equipped with technologies to protect the vehicle and the environment with the help of supervising technologies, so that in the case of danger when a driver is not able react in time, the vehicle system will take control of it. To support this purpose it is required to automate the difflock system and make it possible to improve the existing system to overcome all disadvantages of conventional difflock systems


Automatic Truck - Semi-Trailer Coupling System (Georg Fischer)

An innovative automatic Truck-Semi-trailer coupling system that reduces the hitching and unhitching time from typically 10 minutes to 2 minutes, increases safety, reduces service time and adds to the driver’s comfort.

The new system eliminates the traditional truck to a semi-trailer air pressure pipe and a power cable, while using the existing mechanical interface of the Truck - the “Fifth-wheel”, and the Semi-trailer’s “King-pin”. The system allows a rotation of 270° and absorbs shifts and angle deviation between the truck’s plate and the trailer’s counter-plate and kingpin.


Truck-Trailer Redundant Powerline CAN Communication (Yamar Eletronics)

Advanced Automotive Truck-Trailer architecture requires a higher reliability than achieved by a single channel of the Controller Area Network (CAN) whose nodes are interconnected via twisted pair cables.

This paper describes how the powerline was used in the SPARC project to add redundant CAN channel over the powerline providing a relatively fail-safe communication channel between the truck and its trailer.

Adding a redundant channel to increase the reliability of the Truck-Trailer communication is an obvious solution, since the connecting cable is already defined in ISO 12098 or ISO 1185 standard. The only possibility is to use the defined pins dedicated for power or the different lights activation also to transfer data over its powerline.

Employing battery power lines for communication is a most challenging task. This is due to the time varying nature of the impedance, the attenuation as well as various channel noises. Moreover, these impairments are location dependent.




Using LIN Over Powerline Communication to Control Truck and Trailer Backlights (Yamar Eletronics)

The Truck-Trailer harness consists of many wires to activate simple backlights functions. These wires are bulky and expensive. A new concept of using the powerline to control the backlights of both the Truck and its Trailer saves a significant amount of wires. The addition of LED lights reduced further more the power consumption of the Truck’s generator, saving 200W, which was desperately required for other electronics modules.

In SPARC the DC-LIN powerline communication was used to control the backlight modules and simplifued the harnesses of both Truck and Trailer. The LIN network aspects of communication for backlight control are described in detail.


Semi-trailer chassis control system for redundant electronic control (Knorr Bremse)

For the semi-trailer chassis in SPARC the main objective was the redundant electric control between the towing vehicle and the trailer without pneumatic back-up. However, a pneumatic brake actuation was still to be provded. An additional requirement is to provide compatibility with conventional towing vehicles with pneumatic trailer connection. The chassis control system is built modular to be able to define a clear control strategy and to manage vehicle variants in a simple way.


Redundant Electronically Controlled Pneumatic Brake System (Knorr Bremse)

For the SPARC tractotrs an EBS system was developed. The main objective was to integrate the brake system into the vehicle redundant electric architecture. It was the main EBS function integrated in the Powertrain Controller (PTC) and is responsible for the execution of a motion vector from a decision control algorithm. The brake actuators (wheel ends) are modular components; either electro-pneumatic or electro-mechanic actuators can be connected via the same interface.


Electro Mechanical Braking on Heavy Goods Vehicles (Haldex)

Electro mechanical braking in a fail safe redundant power and communication architecture provides significant improvement in traffic safety and vehicle dynamics control on heavy vehicles.

By using self enforced actuation of the brakes also significant energy savings and the creation of a simplified power system will be achieved. Furthermore, general requirements of low energy consumption of all vehicle systems have emphasized the



importance to use the rotational energy of the wheels when they brake.

By replacing the conventional pneumatic disc brake system with a system using an electro mechanical brake, a much more accurate control of the braking performance will be reached.

Instead of circulating around the optimal slip in ABS-mode, the system can operate at the optimized slip during the critical brake application.


3.3 Results from system tests and lessons learned To effectively meet the advanced needs of fast and reliable development and build-up of a complex mechatronic vehicle with a complete X-by-Wire power train structure and supplemented by a revolutionary safety system, based on environmental sensors, a new test concept has been developed and used within the EU-Project SPARC. This new testing concept has been set up in accordance with the requirements of new vehicle components such as advanced driver assistant and safety systems, data-fusion controlled virtual Co-Pilots and X-by-Wire modules up to a fully Drive-by-Wire power train architecture. That way even with high safety, quality and reliability standards that have to be observed, an ever increasing level of technological complexity and associating error rates can be avoided significantly. Together with the swift development of innovative vehicle safety systems, this highly efficient concept for vehicle tests has presented a multiplicity of results. The results coming from the modern test environment makes it possible to understand the complex system functionality from its base and therefore helped the engineers working on the assembly and the system integration to perform a quick and accurate vehicle development.

3.3.1 Testing advanced vehicle components in two steps Focusing highly advanced combined safety systems with respect to the information coming from systems today called driver assistant systems (camera, radar etc) that are build-in in vehicles reacting completely or partly autonomous by using braking and steering intervention for stabilizing aspects, basically all safety relevant functions of the vehicle must be tested completely within the first assembly phase so that it is secured that all single components are properly working together in the “overall system vehicle”. This is even more important since plenty of systems developed from all partners from out the Project are coming together in one vehicle the first time.

Therefore, after the functionalities of the later “product” were specified and the communication protocols and data transfer bits as well as the interfaces were deeply discussed and clearly defined for all components within the early phase of the project, first isolated system tests were performed by the partners themselves. Since all of these components and functionalities are intensively introduced and explained within the chapters above, it is superfluous to explain the detailed sub-system test results here



in detail. It is a matter of cause that the systems were tested in detail by every single partner involved.

Much more interesting and even more important than the single component and communication test is the moment where all components are coming together in one vehicle. In this step, well prepared test steps must be performed and the results must be analysed in parallel to the assembly of the components and the communication infrastructure.

3.3.2 Focus of the tests Especially with regard to the integrated accident avoiding Drive-by-Wire vehicle concept described and introduced within SPARC interesting test aspects gain importance. With respect to the increasing integration of electronic systems and the proceeding efforts of a reliable system-fusion in modern vehicles a traditional vehicle test may become difficult, even impossible. Apart from the camera and radar based environment observing systems, considered as essential system components in future vehicles, further safety systems are applied interacting in a comprehensive way. New integrated mainly software based systems and functionalities, that act via basic mechatronical components can no longer be tested satisfactorily with common test systems to check whether they are functioning properly because they no longer exist as singular systems in the vehicle.

Therefore, the major part of the performed tests focused on the overall stability of the vehicle system communication, the drivability of the vehicle and the most important of the safety and hence the function of the redundant systems and the redundancy management. Therefore, dynamic tests were performed on the test rig and system failures were provoked consciously. As an example the brake out test can be named, where during the brake process the mail ECU (XCC) has been switched of. With the help of the advanced test system it could be figured out clearly if the redundant XCC took over and if the delay time specified for the worst case scenario was kept.

Other tests focused on the reliability of the combined environment recognizing and reactive-active safety systems. Here, the advanced test systems used can generate an electronic information (e.g. of an obstacle occurring) and the reaction of the vehicle using brakes and steering systems to operate and to stabilize the driving course can directly be measured by the test rig (longitudinal and lateral). As well, again, the time delay between the impulse and the reaction of the system can be measured and optimized by following the signal passing the dedicated systems one by one and by measuring input and output, both run-times and signal quality.

3.3.3 Results from the test As mentioned above, with the new test system developed and used within SPARC it is possible to perform tests and measurements around the overall Drive-by-Wire Vehicle with respect to the reactions and the performance of the overall system and all the sub-systems.



Here, some examples of measurements are given and explained. In Figure 3.1, as an example for the autonomous reaction of the integrated systems, a steering angle diagraph is shown. After driving the car into a curve, the street friction is minimized on the test rig. After some seconds the grip is not longer strong enough to hold the car into the curve. The vehicle is starting to slip away on the driven axle. The ESP system now is reacting to this situation and beside taking away the power from the engine and braking down the necessary wheel to generate a counter yaw moment (both not shown in the diagraph), the ESP is intervening also into the steering system as shown to stabilize the car on the track.

Fig. 3.1: Steering angle jump and stabilizing system intervention

In another test the vehicle racks out a certain street with the help of the simulation. Different actuations for the electric motors allow different wheel speeds, as if the vehicle drives through a real curve. Because of the impeller radius the outer-curve wheels must be moved faster than the inner curve-wheels. Furthermore the back- wheels must be moved a little bit slower than the front wheels, because they are not controlled (steered) and for this reason they have to drive in a circle with a little bit smaller radius.

The slip factor on the driven wheels completes the real driving simulation. Thus, all wheel speeds are different while driving through a curve. The vehicle “thinks” that it is passing through a real curve. Moreover this curve must agree with the steering angle implemented by the driver and adjusted at the vehicle. Now certain parameters were manipulated at the test, for example the steering angles were staggered compared to the wheel speed. To the vehicle and its control systems, this means that the driver has steered differently to the real driving behaviour. In parallel, with the help of an appropriate communication, a ‘wrong’ yaw rate and the lateral acceleration is given to the vehicles control systems which must be set to a special “test mode” to accept the electronic signals coming from the test bench as real.

That is interpreted as an unstable driving condition, because now the vehicle is steered in a direction, in which the wheel-speeds and the steering angle do not feedback. So the ESP-System begins to



work. The brake forces of the ESP control have an effect on the feedback to the electric motors, which detect the tire forces and therefore the brake forces over the wheel torques (fig 2).

This information is taken and given backwards to the vehicle-model on the simulation-computer. Now the longitudinal acceleration of the vehicle as well as the brake force on each single tire is known. The yaw rate and the lateral velocity can be exactly calculated by this values and the knowledge of the steering angle.

Fig. 3.2 Brake forces on different wheels while ESP function is stabilizing the vehicle

Further possibilities are simulated driving on an iced lake or braking manoeuvres on different surfaced.

3.3.4 Advantages of the SPARC test system The test rig can perform situations which are really unfavourable for the vehicles internal stability control, but which can come to an effect in reality and could not be reproduced in conventional tests. Once a certain situation or a manoeuvre is driven, it can be repeated again and again with the vehicle. Compared with a real test driving, the test engineer can be absolutely sure, that the different behaviour of the vehicle that is shown in the second test run is definitely based on his parameter changes and not e.g. on a surface that changes over night. Thus effects of the development could be understood to 100 percent. This is not for real in actual tests. Furthermore, the temporal and the physic stresses and strains for the human being, which appear in such winter tests could be minimized for the future. As an additional value the development could go faster and more efficient.

Beside the function tests on the test rig also endurance run and brake tests were performed, where the vehicle must undergo intensive brake tests to ensure the long time safety of the wedge brake system under extreme conditions (e.g. simulated pass driving at summer temperature).

Later real driving tests on a real street completed the tests and showed the real driving behaviour of the newest high technology vehicles.



3.3.5 Results from the real driving experience The real driving manoeuvres performed with the SPARC vehicles gained the experiences of driving future vehicles with the possibility to intervene in the driver’s action. Considering the driving performance with very fast reacting ASR and ESP systems it must be mentioned that the SPARC architecture helps the vehicles to become more stabile on the road. The driving feeling is safe and powerful.

Dynamic braking under regular and hindered circumstances shows impressive results from the brake distance and the brake performance. The Wheel controlled vehicles were highly controllable and the brake distance even on different µ-values were up to 30% shorter (sPC) than with comparison vehicles purchasable at the market these times. The stick controlled vehicles takes getting used to the parallel possibility of braking and steering just with one hand. But after having some experience with the new HMI-System, it was also possible to control the vehicles precisely and without any doubt.

The HGV’s showed equivalent results with respect to the driving performance and the safety feeling. The assistance systems introduced in SPARC made it possible to exactly know the environment of the vehicle and to feel safe in any environment. In dangerous and uncontrollable situations, provoked by the experienced test driver for test cases, the Co-Pilot function gives out warnings before softly starting to control the vehicle and overtake the responsibility to drive around the obstacle or to stop in front of it.

3.3.6 Perspectives of the future From the tests and the results we have learned two very interesting and important lessons.

One is, that for the swift development of new mechatronic systems, deeply linked functionalities and embedded code it is absolutely necessary to perform tests quite early within the development phase and parallel to the development of the subsystems. The complexity and the communication structure of such modern and intelligent systems make it absolutely necessary to get a detailed view from the testing side. It is not enough just to test the systems when they are build-in.

The second thing is, that the overall process (development, prototype, build-in and assembly as well as the later production, could be made more efficient and could be preformed with more understanding and less expenses when the test cycle is equivalent integrated as the vehicle systems themselves.

In the foreseeable future the integration of more and more mechatronic systems, environment sensors and modern driver assistant and safety systems in new vehicles will require comprehensive and combined vehicle hardware and software test runs. Therefore the common testing- and adjusting procedures within today’s development process will be lead to their limits or at least will become uneconomic or inefficient. Within SPARC a new highly economic fully integrated development test concept for vehicle testing has been be introduced which is able to cope with



the needs of new vehicle concepts from today’s common configuration up to a future fully integrated Drive-by-Wire vehicle architecture shown within the EU- Projects PEIT an SPARC. Furthermore, thinking some years into the future, for reasons of product liability and within the frame-work of quality assurance as well as the willingness to safe life and limb, all OEMs have the need to carry out comprehensive control measures within the production process at the so called End-of-Line and not only at the development as shown in this chapter. Today, nobody is willing to expand a development phase longer than necessary to perform quality and function tests. It is not longer satisfactory to only know if a modern brake system that communicated via multi layer Flex Ray System with other components of the vehicle is getting the right signals. It is furthermore of importance to exactly know the brake force and the dynamic of the wedge brake actuator to guaranty the quality of the system and the reaction of the overall system-complex.

Considering the driving safety and with this the overall traffic safety, the vehicles developed and introduced within the SPARC Project and the power train infrastructure underneath are definitely the right approach to set up accident free vehicles for future solution in advanced driver assistance and future traffic safety.



4 Co-ordination aspects

4.1 Project management The SPARC project, with its given size, complexity, amount of organisations and amount of sub-activities required a strong and effective management organisation. Budget constraints, emphasis on technological innovations, steering on priorities and integrated activities required an organisation in which the interests of the stakeholders were well balanced and where interest conflicts could be handled at senior executive level.

To manage SPARC effectively, it was organised and governed on 3 levels as depicted in the figure and further outlined below.

• Coordination level,

• Management level,

• Work package level.

WP0100: Tech. mgmt.WP0200: Finance mgmt.WP0300: Support

Core groupGeneralassembly EC

WP0500WP management

Projectcoordinator

Coordination

Managementlevel

Work package

WP0400: IP Dissem.

ECReview

WP0100: Tech. mgmt.WP0200: Finance mgmt.WP0300: Support

Core groupGeneralassembly EC

WP0500WP management

Projectcoordinator

Coordinationlevel

Managementlevel

Work packagelevel

WP0400:Dissem

ECReview

Figure 4.1: Scheme of the project management

Coordination level

The project coordination took care the supervision of strategic issues and supervision of major technical progress, including the monitoring of the major deliverables and milestones. It decided on critical issues in cooperation with the European Commission.

The coordination consisted of three management entities: General Assembly, Core Group and Project coordinator.

General Assembly

In cooperation with the coordinator, the project management organised annual General Assemblies. Each project partner was part of the General Assembly. During this event, the progress report and budgets were presented to the consortium members. The coordinator chaired the meetings of the General Assembly.



The main tasks were to monitor and harmonise the activities and progress and to follow the EC-Reviews.

Coordinator

The coordinator was the executive representative of the project. He basically assumed the co-ordination responsibilities carried out under the contract with the EU Commission. He therefore interacted with the European Commission and third parties and tackled other aspects relevant to the project.

The main tasks for the coordinator were:

• Preparation of strategic issues including meetings with core team, EC annual review, General Assembly.

• Coordination of the yearly updates of the work package work plans and new priorities, update of implementation plan.

• Maintaining relevant contacts and networking with European Commission and National activities.

• Supervision of project management, supervision of legal issues, IPR-issues, and consortium agreement.

• Monitoring of the technical progress and major deliverables.

• Verify the cost statements with the progress reports; sign off the payments.

Core group

The core group was overall responsible for the project contents. It consisted of the work package leaders and major industrial partners of the project. The level of the core group was senior expert with management experience. The Core Group met on a quarterly basis and on demand. The coordinator chaired the meetings of the core group. The project manager (see below) attended the meeting for reporting and instructions.

The main tasks of the core group were:

• Following up on the project progress from its start-up phase to its completion; Review the (yearly) updates of the work programme.

• Evaluating and monitoring the annual work programme updates and updates of the implementation plan.

• Contribution to the preparation and participation to EC annual review, and General Assembly meeting.

• The core group handles the conflict resolution within the project.

Management level

The project manager had the lead of the operational management of the project. He acted as secretary to the General Assembly and to the core group, and maintained contacts and networking with European Commission, national activities, and coordinates publications.



The main operational tasks were

• Technical Management,

• Financial Management,

• Support,

• Dissemination.

In order to achieve the aims of project management essential elements of quality, knowledge and risk management methods were used.

• Quality management,

• Knowledge management,

• Risk management.

Work package level

All work packages had to comply with the objectives and the schedule of the overall project and deliver research and development results in accordance to what has been agreed and within the allocated resources.

The work package leaders managed the work packages, co-ordinated the work of the different sub work packages and tasks and were the interface to the project management. They were responsible for technical management, methodological work, deliverables and achievements in their work packages.

4.2 Management tasks Tasks The progress of the project was controlled with the help of periodic

meetings of the Core Group and the management team on a three month basis and the internal and external progress reports. At these quarterly meetings the status overall progress of work was evaluated. Risks were assessed and fall back solutions are identified.

WP0100 The technical management of the project (WP0100) coordinated the technical activities of the different work packages and the partners involved therein. It was performed by DaimlerChrysler.

WP0200 The financial management (WP0200) by DaimlerChrysler supported the partners in questions regarding the financial coordination, payments and cost statements.

WP0300 The project management support (WP0300) was provided by Irion Management Consulting together with DaimlerChrysler. The tasks included the handling of the quarterly meetings, and the creation and maintenance of document specifications and templates. The deliverables were checked for formal quality and completeness. Regarding the project controlling the collection and creation of the quarterly technical reporting and the yearly technical reporting was done. In addition the general project correspondence and communication was performed. The internal communication tool and document repository ‘ProjectPlace’ was set up and maintained.

WP0400 The dissemination and exploitation task (WP0400 by DaimlerChrysler) created explicit dissemination and design guide



lines within the deliverable D1 (Initial Dissemination plan) and the initial exploitation planning

WP0500 The internal technical work package management was under the responsibly of the individual work package leaders and subgroup leaders.

4.3 Cooperation with other Integrated Safety projects SPARC co-operated actively with a number of the projects of the ‘integrated safety family’. The following examples can be given.

• Use of a common glossary and definition of terms in the ‘active safety arena’ with the architecture project EASIS.

• Extension of the basic integrated safety architecture ‘sense decide act’ used for example in PReVENT (see figure

4.2 below) to the full SPARC architecture.

Decision

Applications forbettersafety

ortraffic efficiency

Perception

SENSORSDIGITAL MAPS

V2VI2V

Action

Information,warnings,

assistance,and finally

intervention

Figure 4.2: Overall PReVENT architecture as example

• Explore the possibility of using digital maps as an electronic horizon for the use in SPARC with the PReVENT subproject MAPS&ADAS.

4.4 Deliverables and other outputs The detailed technical results of the SPARC project are given in the individual project deliverables. However, the results were also disseminated using other channels. Both, deliverables and the other dissemination efforts are summarised below.

4.4.1 Major deliverables Del. no.

Deliverable name Workpackage no. Lead contractor

D4 Initial exploitation planning WP0000 DCA

D5 Homologation checklist for development processes and documentation

WP7000 DCA

D17 Small Passenger Cars, Safety Goals WP7000 DCA

D6 Specification of HMI and Assistant System Data Fusion WP2000 DCA

D7 Assistant Systems WP3000 DCA

D8 Trailer WP4000 DCA



Del. no.

Deliverable name Workpackage no. Lead contractor

D9 Specification document of SPARC DCS-HW description WP2000 DCA

D16 Heavy Goods Vehicles, Safety Goals WP7000 DCA

D18 Trailer, Safety Goals WP7000 DCA

D10 Document of SPARC sPC description WP4000 DCA

D11 Document of SPARC DCS-SW performance and limits as well as and SW-Modules interaction for vector data fusion and test and integration results description

WP2000 DCA

D12 Heavy Goods WP4000 DCA

D13 Document of SPARC system modelling results description

WP6000 DCA

D14 System Verification WP5000 DCA

D15 System Validation WP6000 DCA

4.4.2 Dissemination The project results have been actively disseminated to the technical experts and the public throughout the project life time.

More than 60 distinct activities can be counted. Close to 50 active participations at major conferences and exhibitions were performed by the partners.

Planned/ actual dates

Type

Type of audience / Contents

Countries addressed

Partner responsible /involved

Press release(press/radio/TV)

12.03.04 Press release formulated

General public n.a. DCAG

2005 Press (ETAS-magazine)

ETAS customers. Worldwide ETAS GmbH

2005 Press (FAP-magazine)

FAP customers. Worldwide Schenk final Assembly

Conferences

19.01.04 ADASE 2 Concertation meeting Brussels, Belgium

International ADAS experts

International DCAG

11.-12.02.04

TÜV-conference on sensors in automotive, Cologne, Germany


International DCAG

10.-11.05. 04

CTI Cockpit Conference in Nürtingen, Germany


International DCAG

23.9.2004 Symposium: FlexRay-Day

Böblingen, Germany

EE architecture experts

International

27.9.2004 PEIT final event International International DCAG




Type


Countries addressed


Boxberg, Germany ADAS experts

26-27.10. 04

CTI Forum & Conference: X-by-wire; Fiction or Reality?! Paris, France

International X-by-Wire experts of all industries

International SKF, DCAG, ESP

10/2004 RMC Robotics EPF

01.12. 04 CBC Innovation Day Regensburg, Germany

Siemens VDO internal

Internal Siemens VDO

11-12/2004 SPIE Automotive optics International sensors experts of all industries

International EPF

02/2005 Euroforum Energy management

National IQB, DCA

05/2005 Automotive Testing EXPO

HIL simulation National FAP

05/2005 PREVENT SPARC presentation

International DCA

06/2005 FISITA DCs-SW International DCA

06/2005 IEEE IV Intelligent Vehicles

EPFL work International EPF

06/2005 VDI mechatronics day in June in Heidelberg.


National DCA, FAP

06/2005 SAE conference Electronics International YAM

09/2005 VDI-E/E Baden-Baden Intelligent energy distribution

National DCA

09/2005 IEEE ITS, Vienna DCS-Co-pilot International DCA

09/2005 IEEE ITS, Vienna Computer vision International EPF

09/2005 PREVENT Truck task force meeting ADAS

International DCA

10/2005 VDI-E/E Baden-Baden Intelligent energy distribution

National DCA, iQP

10/2005 1. Zukunftssymposium Luzern

SPARC overview National DCA, iQP

10/2005 ISO WG1 -Truck-Trailer sub group Wiehl – Germany

Electronics International YAM

11/2005 Virtuality 2005 Virtual Reality experts

Italy CRF

11/2005 SAE - CVD, Chicago, SPARC overview, DCS-Co-pilot

International DCA

12/2005 AMS Co-Pilot as multiagent system

International DCA

4.-5. 04 2006

FlexRay Communication Protocol for an innovative scalable X-

Garching near Munich

2nd Conference -

National UST




Type


Countries addressed


By-Wire platform Active Safety through Driver Assistance

16.5.2006 Presentation / Workshop

Presentation over SPARc and sPC Test Rig

HdT Tagung Essen

National FAP

September 2006

Driving Simulation Conference – Europe

Research Worldwide CRF

2006 Conference R&D engineers International ECS

04/2006 EE Systems, Munich, Germany

R&D engineers National YAM, IQP

05/2006 FlexRay Solution Day, Ludwigsburg, Germany: FlexRay in SPARC

R&D engineers National DCA, UST

05/2006 Melbourne, Australia: SPARC Architecture/Flex Ray

R&D engineers International UST

05/2006 Automotive Testing Expo Europe, Stuttgart, Germany

R&D engineers International FAP

05/2006 CLEPA Technologies day, Brussels, Belgium

General International HLX

05/2006 ELROB, Hammelburg, Germany: presentation of autonomous vehicles

R&D engineers National EPF , ETHZ

06/2006 TRA, Gothenburg, Sweden

General International DLR

06/2006 IEEE Intelligent Vehicles, Tokio, Japan (2 papers)

General International SV, EPF

08/2006 Sirocco chassis control, Italy

R&D engineers National SV

09/2006 IEEE Intelligent Vehicles ITSC (2 papers), Toronto, USA

R&D engineers International SV, EPF

09/2006 IFAC Symposium R&D engineers International FAP

09/2006 IABC, Michigan, USA R&D engineers International FAP

09/2006 ATA, Balocco, Italy: SPARC overview

R&D engineers National DCA, EPF, KBR, SKF

10/2006 CTI, Sindelfingen, Germany: SPARC Cockpit, SPARC X-by-wire

R&D engineers National DCA, SV

12/2006 CTI, Frankfurt, Germany R&D engineers National SV, SKF




Type


Countries addressed


12/2006 Forum innovative Getriebesysteme, Berlin, Germany

R&D engineers National ECS

Publications

27.10.2004 Conference Paper Research & Developments Specialists

USA and others

SIM

01.12.2004 Publications Research & Industry

International EPFL-LPM

13.10.2005 Article in RealTimes (ETAS Group Magazine).

Magazine distributed to ETAS-customers world-wide.

International ETS

10/13/2005 Paper: Detection of drivers activity

National DLR

2006 Publications In technical press International ECS

7 - 10 05 2006

Affordable X-By-Wire technology based on an innovative, scalable E/E platform-concept. Paper not yet submitted but accepted due to Abstract.

2006 IEEE 63rd Vehicular Technology Conference Melbourne

International UST

5.3.2006 Article / Press

Authors: Schenk, Tentrup, Spiegelberg

ATZ Issue 03/06 International FAP

Media briefings

None yet.

Exhibitions

2006 Exhibition In connection with conferences

International ECS

06/2005 Hannover ITS European conference

SPARC presentation at EC booth

International DCA

10.5.2006 Exhibition Showing wheel flange adaptation part of the SPARC sPC Test Rig

Automotive Testing Expo 2006

International FAP

Project web-site

15.03.04 Light website formulated General public International DCA

April 2004 Public web site in operation and approved by consortium

General public International DCA

June 2004 Public web site update General public International DCA

September 2004

Major update of website General public International DCA




Type


Countries addressed


Mai 2005 Update of website General public International DCA

September 2005

Update of website General public International DCA

March 2006 Major update of website General public International DCA

Posters

01.12.2004 Posters Research & Industry

International EPFL-LPM

21.10.2005 Posters for Luzern-event

Research & Industry

International DCA

Flyers

27.09.04 Brochure General public n.a. DCA

18.10.04 Fact sheet for EU General public n.a. DCA

2006 Flyers Customers International ECS

Direct e-mailing

None yet.

Film/video

July 2007 SPARC video delivered at final event

Research & Industry

International

SPARC website A public web site has been set up that was updated on a periodic basis.

www.eu-sparc.net



Other dissemination activities Obviously, the most significant dissemination event was the SPARC final event. Over two hundred visitors ranging from VIPs to technical experts to students participated. The SPARC team presented the project results and successfully demonstrated all SPARC vehicles. The presentations and demonstrations were accompanied by an industrial exhibition of the all SPARC partners.

To support the final event the following special materials have been produced.

• SPARC press folder,

• professional SPARC video,

• special SPARC brochure & flyer, and

• the SPARC book summarising the project achievements.

4.4.3 Patents During the lifetime of SPARC no patents have been applied for.



5 SPARC applications roadmap

General exploitation patterns & role of project partners The exploitation of the project results was a key objective of SPARC. It will help to secure Europe’s lead and competitive power in the following sectors: the automotive manufacturers, the automotive suppliers, and the research organisations.

The exploitation pattern for the different types of partners involved in SPARC may be drawn up as follows.

Automotive manufacturer

The role of the OEM is the design and development of the overall system and subsystems and their integration into the vehicles. The SPARC research results are then exploited and used in further in-house development projects to lead to the series production of new generation vehicles. Given the typical time lines for automotive development cycles (research, pre-development, series development, production) it can be expected that the SPARC systems will be ‘on the road’ in about 6-10 years after the research results are achieved. Spin-offs derived from subsystem developments may be on the market earlier.

Automotive suppliers

The role of the suppliers is the development and implementation of the functions and subsystems and the development of software to enable and effectively carry out the integration across domains. The SPARC research results are exploited in the sales of sensors and subsystems to the manufacturers. This is usually happening at the beginning of the manufacturer’s series development. Therefore the time horizon for the exploitation by the suppliers is shorter (approx. 2-4 years after the project end). Additional exploitation possibilities are also given in after sale markets.

Research providers and academic partners

The role of the research providers is to support the manufactures and suppliers with the development of algorithms, tools, processes and simulations. The SPARC results are exploited by licences and development support. The role of the academic partners in the project is to provide industry with advice and latest research results on future conceptual designs and the long-term perspectives. This results in the dissemination of their research, scientific publication and training of students. The exploitation by research and academia will happen in parallel with the project work.

Technology exploitation A vehicle consists of several hundred subsystems and components. The separation within the project into seven modules enabled to re-think on the interfaces between the modules, subsystems and interaction in between.

This architecture and working model made it possible to integrate safety functions and to simultaneously minimize the complexity of the overall vehicle structure. The expected evolution from reactive



safety to preventive safety created by the SPARC vehicles will constitute a breakthrough in road safety technology.

Several subsystems are in a more mature state of development than others. Considering this, it is anticipated that the technologies developed in SPARC will be introduced into the passenger car market and the truck markets in a phased deployment over the next 15 years.

A number of the technologies demonstrated have the potential to be exploited in other market domains. e.g. construction equipment, rail, aerospace.

In the following tables the individual partners propose their view on roadmaps and the timeframe of potential market introduction of the individual systems.

5.1 DaimlerChrysler AG Exploitable Knowledge (description) Driver assistant system for Emergency brake assistant

Exploitable product(s) or measure(s) Results can be considered as basis for new Assistant systems and hence reused within different assistant systems context.

Sector(s) of application Automotive

Timetable for commercial use 2008-2015

Owner & Other Partner(s) involved DCA

Short description of the exploitable results: Driver assistant system which detects obstacles in front of a truck or a sPC while driving at lower speed using radar. In the case of a upcoming slow vehicle in front of the truck the assistant informs the driver by acoustic signals about the safety relevant situation. If the driver does not react the system can launch autonomously an emergency slow down manoeuvre with full brake power.

5.2 DaimlerChrysler Axles Exploitable Knowledge (description) Integration of pressure reservoirs into existing structures

of a towed vehicles running

Exploitable product(s) or measure(s) Axle integrated pressure reservoir

Sector(s) of application Towed commercial vehicles

Timetable for commercial use

Owner & Other Partner(s) involved DCA

Short description of the exploitable results Two frame mountable running gear systems have been designed to suit the different needs of full- and semi-trailers foundation brakes and additionally giving the possibility to store



5.3 École Polytechnique Fédérale de Lausanne Exploitable Knowledge (description) Driver assistant algorithms for obstacle detection and lane

keeping

Exploitable product(s) or measure(s) Driver assistant vision system


Timetable for commercial use 2008

Owner & Other Partner(s) involved EPFL-LPM

Short description of the exploitable results The vision system was originally designed for lane keeping and obstacle detection applications. Nevertheless, due to its flexibility and to its huge available processing power it could support applications such as on-board intelligence and integrated infotainment systems.

5.4 ETAS GmbH Exploitable Knowledge (description) Test Environment for Centralized Embedded Controller

Exploitable product(s) or measure(s) Real-time simulation platform with high number of discrete and serial Input/Output-channels



Owner & Other Partner(s) involved ETAS

Short description of the exploitable results The typical development today considers only one or two embedded controllers at the same time. Based on the SPARC- system architecture of accident avoiding vehicles, a centralized redundant embedded controller is used. This leads to a compared to today known typical applications huge number of signals, that have to be available for real-time testing at the same time.

Within SPARC the Platform Integration Tool was developed based on the requirements coming from software-integration and test of redundancy management software. The exploitable results concern improvement at programming interface of the ETAS standard product ASCET as well as the high number of serial measurement and calibration channels. The results will be integrated into further product releases.

5.5 German Aerospace Center (DLR) Exploitable Knowledge (description) HMI interaction strategy for highly automated vehicles

Exploitable product(s) or measure(s)



Owner & Other Partner(s) involved DLR

Short description of the exploitable results Interaction strategy including a scheme for haptic, visual and audio feedback in order to assist the driver in normal and non- normal situations



5.6 Freescale Halbleiter Deutschland GmbH 5.6.1 FlexRay network configuration

Exploitable Knowledge (description) FlexRay network configuration

Exploitable product(s) or measure(s) MCU with FlexRay communication controller

Sector(s) of application Freescale TSPG


Owner & Other Partner(s) involved

Short description of the exploitable results The FlexRay network configuration leads to new requirements for future product definitions in terms of FlexRay communication controllers, buffer sizes and MCU setup.

5.6.2 MPC55xx SW driver for DSP Exploitable Knowledge (description) MPC55xx SW driver for DSP

Exploitable product(s) or measure(s) DSP library set for SIMD unit




Short description of the exploitable results The inputs and results of the DSP library will enable better utilization of PowerPC architecture with SPE units on board to provide competitive advantage.

5.6.3 Wheel node MCUs Exploitable Knowledge (description) Wheel node MCUs

Exploitable product(s) or measure(s) HCS12X, MPC5554




Short description of the exploitable results New application space is entered with by-wire functionality. The required feature set will be taken into account for the product definition of the next generation devices for FlexRay based MCUs.



5.7 Haldex Brake Products AB 5.7.1 Wheel-end brake systems.

Exploitable Knowledge (description) Wheel-end brake systems

Exploitable product(s) or measure(s) Electromechanical brake units with self- enforced actuation.




Short description of the exploitable results Due to the self-enforced actuation only a minimum of energy is needed to apply the brakes compared with today’s system.

Integration of Flex-Ray ( HW and SW ) for high speed communication between the different systems on the SPARC vehicle is ongoing and will be fully out implemented.

5.7.2 Trailer system layout for brake and suspension controls. Exploitable Knowledge (description) Trailer system layout for brake and suspension controls

Exploitable product(s) or measure(s) Braking control system for electromechanical wheel end brakes including redundant functions.

Electronically controlled air suspension system (HW and SW) including locally mounted compressor as power source.



Owner & Other Partner(s) involved Haldex Brake Products Ltd. in Great-Britain

Haldex Brake Products GmbH in Germany

All sister companies are 100% daughters of Haldex AB in Sweden

Short description of the exploitable results When building a trailer based upon electromechanical brakes also the control system has to be designed in order to get full benefit of the high performance brake actuator. The system has a redundant architecture with dual sources for both power supply and communication. This gives a high safety level even in case of one failure in the system.

Existing suspension systems on the trailer market today are primarily mechanically controlled. This leads to a high amount of air consumption and waste of energy. By using an electronically controlled system for the air suspension, influence from vehicle dynamic ( chassis movements ) can be neglected and thereby no pressurized air gets wasted. Also the precise control of the chassis height when loading/unloading the vehicle at a ramp improves the load handling process.



5.8 iQ Power Deutschland GmbH Exploitable Knowledge (description) Energy management in safety-critical-systems

Exploitable product(s) or measure(s) Software- and hardware tools for diagnosis within energy management systems, automotive component SEM (Smart Energy manager), intelligent batteries



Owner & Other Partner(s) involved iQ Power Licensing AG

This is a sister company of iQ Power Deutschland GmbH. Both sister companies are 100% daughters of iQ Power AG

Short description of the exploitable results When a battery fails today, nothing will happen but troubles. If battery fails within a drive-by-wire car, the life of the driver or of third parties is endangered heavily. This has to be prevented in any circumstances. The safe energy concept therefore has to be based on a reliable diagnosis of the actual and available energy within the on-board- batteries (MagiQ Batteries), the redundant architecture of the board net to dispatch the energy to safety relevant components like breaks even in case of shortcuts within the board net itself and the reliable automotive components like SEM to connect energy sources, energy storage elements and energy consumers together.

5.9 ITT Rudolf Schadow GmbH Exploitable Knowledge (description) Side Stick Control

Exploitable product(s) or measure(s) Side Stick

Sector(s) of application Off-Road, Trucks


Owner & Other Partner(s) involved ITT

Short description of the exploitable results The Side Stick is an advanced interface to control the movement of the car or truck. It provides much more flexibility for the design of the cabin and gives a plus for passenger-safety. The movement of the stick to left and right will be the same as turning the steering wheel, a pressing forward will accelerate the vehicle, a movement back will slow down or activate the brakes of the vehicle.

Sensors will measure the movement of the stick by the operator and transform this into electrical signals. For the left and right movement a motor-system is incorporated to provide feedback to the driver.



5.10 Kögel Fahrzeugwerke AG Exploitable Knowledge (description) Knowledge about the daily usage of Full- and Semi-Trailer

Exploitable product(s) or measure(s) n/a

Sector(s) of application n/a

Timetable for commercial use n/a


Short description of the exploitable results We researched the market to find out the typical usage of trailers. We checked all found problems and special applications concerning its importance for the SPARC-project.

5.11 Knorr Bremse R&D Center Budapest Exploitable Knowledge (description) 1) Use of redundant communication

2) Compatibility truck/trailer

Exploitable product(s) or measure(s) Use of techniques in the high reliable systems



Owner & Other Partner(s) involved Knorr, DC

Short description of the exploitable results The development of modular electronically controlled pneumatic system witch supports the redundant – failure tolerant - concept. The trailer becomes an individual – own supplier – in case of pneumatics to make availability of clearly electrical connection between the two parts of combination.

5.12 MAGNA POWERTRAIN ECS GmbH & Co KG 5.12.1 Driveshaft windup-and torque measurement

Exploitable Knowledge (description) Driveshaft windup-and torque measurement

Exploitable product(s) or measure(s) Method to determine the windup angle of rotating shafts in an axle-drive, the clearance and the transferred torque with 2 or more speed sensors

Sector(s) of application Automotive and industrial applications


Owner & Other Partner(s) involved Magna Powertrain Engineering Center Steyr GmbH & Co KG

Short description of the exploitable results Drivetrain control systems often have to control forces and torques. Torque sensing on rotating parts with torque sensors needs more construction space and is expensive. Hence a method was developed to achieve the wanted torque data from existing speed sensors without extra costs. The method is applied for a truck rear axle where it is required to know the torque transferred over the dog clutch based differential lock to support the switch-off by the use of one wheel brake. From the speed sensor signals, highly accurate phase angle signals are derived. The difference of phase signals on one shaft is an accurate indicator of transferred torque



5.12.2 Transmission of speed signals over a network for windup and toque measurement Exploitable Knowledge (description) Transmission of speed signals over a network for windup

and toque measurement

Exploitable product(s) or measure(s) On automotive networks like CAN, nowadays wheel speed signals are sent. With a correction method it is possible to use this wheelspeeds for angle and torque measurement.

Sector(s) of application Automotive applications

Timetable for commercial use On demand


Short description of the exploitable results The wheelspeed signals, sent on automotive networks nowadays are not usable to derive a torque for longer time from it. The reason is in summed up inaccuracy. Using the above mentioned method to form phase signals, it is possible to correct wheelspeed signals so, that no drift error exists, when the signals are summed up again in a control unit, receiving its speed signals over the network.

5.12.3 Switch off a dogclutch based difflock on request Exploitable Knowledge (description) Switch off a dogclutch based difflock on request

Exploitable product(s) or measure(s) A method was developed to support the switch off of a torque based difflock with support of one wheelbrake


Timetable for commercial use On demand


Short description of the exploitable results In case of instability of a vehicle the ESP system requires freely adjustable wheelspeeds. Therefore an engaged differential lock must be switched off as fast as possible to enable ESP control. A dog clutch based difflock can not switch off on demand, when torque is transferred over the clutch. By usage of one wheel brake, the natural switchoff condition for the difflock can be adjusted and the difflock can disengage.

5.13 CAS München GmbH 5.13.1 Use of advanced bus-systems, i.e. FlexRay™

Exploitable Knowledge (description) Use of advanced bus-systems, i.e. FlexRay™


Sector(s) of application ECU's which are connected in a safety-critical network

Timetable for commercial use Within the next year

Owner & Other Partner(s) involved CAS München

Short description of the exploitable results The transfer to the serial and deterministic FlexRay™ bus system requires also the utilization of new electronic components as well as new SW protocols. Thus design and layout of ECU's has to be adapted and special HW test systems have to be developed. The experience out of SPARC is of great value.



5.13.2 Redundancy and failure silence concept of SPARC Exploitable Knowledge (description) Redundancy and failure silence concept of SPARC


Sector(s) of application ECU's for safety critical applications

Timetable for commercial use will be incorporated into current developments

Owner & Other Partner(s) involved CAM, ILS is a valuable partner

Short description of the exploitable results At the moment reliability is the issue in automotive electronics. Everyone discusses SIL and IEC 61508. New and advanced approaches of SPARC for redundancy will be analyzed carefully and adapted into existing redundancy strategies where appropriate.

5.13.3 Realization of drive-by-wire actuators Exploitable Knowledge (description) Realization of drive-by-wire actuators


Sector(s) of application CAM could be the supplier of the ECU's for actuators

Timetable for commercial use within the next years


Short description of the exploitable results Active safety in a complete drive-by-wire vehicle requires "intelligent" actuators. Insights into the requirement analysis of such actuators provide Motorola information about future customer needs.

5.13.4 Exploitation of high-end electronic components Exploitable Knowledge (description) Exploitation of high-end electronic components


Sector(s) of application all kind of high-end ECU's



Short description of the exploitable results High-end microprocessors (MPC5554, Freescale) and FlexRay™-transceivers (AS8221, austriamicrosystems) are electronic components of the next generation. Very likely those components are going to set standards for the future. We do have the know-how already today.

5.14 Siemens AG 5.14.1 Integration of Side Stick in a Cockpit for driving tasks

Exploitable Knowledge (description) Integration of Side Stick in a Cockpit for driving tasks

Exploitable product(s) or measure(s) Basic Design Guidelines

Sector(s) of application Commercial Vehicles/Cars


Owner & Other Partner(s) involved Siemens VDO (France)

Short description of the exploitable results Cockpit concept have been elaborated



5.14.2 Electronic wedge brake application in an overall by wire vehicle platform Exploitable Knowledge (description) Electronic wedge brake application in an overall by wire

vehicle platform

Exploitable product(s) or measure(s) Electronic wedge brake as x-by-wire- brake system in passenger cars


Timetable for commercial use currently under development

Owner & Other Partner(s) involved SV will continue the brake development in direction to series application

Short description of the exploitable results Within SPARC SV applies a revolutionary new brake-by-wire system for passenger cars. The SV-Brake System works with a patented wedge mechanism. By means of self-reinforcement this system allows to reduce power consumption by more than factor 10 compared to a conventional electro-mechanic brake and combines it with very high control dynamics. The high dynamic torque control will allow a more precise and effective dynamic wheel slip control which gives high benefit for vehicle stability in ABS, ASR and ESP – functions. Thus the SV brake system fits perfectly in active safety systems in the cars of the future like realised in SPARC.

5.15 SIMTEC GmbH 5.15.1 High accuracy control of hydraulic systems for parallel kinematics

Exploitable Knowledge (description) High accuracy control of hydraulic systems for parallel kinematics

Exploitable product(s) or measure(s) Controller with high resolution/low transport delay for closed loop control of hydraulic axis

Sector(s) of application Industrial Control systems


Owner & Other Partner(s) involved SIM

Short description of the exploitable results The research and development work on the SPARC projects has shown the necessity of simulator components with extremely low transport delay and high resolution and accuracy at the same time. This is necessary to make a realistic simulation of complex modern automotive onboard electronic system with men-in-the-loop possible. Especially the motion system in a driving simulator provides extremely sensitive cues for the driver. Therefore the development of the corresponding hardware is a major goal of the development work and will provide major improvements in the simulation quality. In this case the electronic control board for the hydraulic actuators was redesigned to fulfil the low transport delay requirements. In combination with an industrial PC this solution provides a very sophisticated solution for actuator control.



5.15.2 High accuracy control of hydraulic systems for parallel kinematics Exploitable Knowledge (description) High accuracy control of hydraulic systems for parallel

kinematics

Exploitable product(s) or measure(s) hydraulic valve block for low transport delay motion control of a hydraulically driven six degree of freedom motion platform

Sector(s) of application Industrial Control systems, especially driving simulation


Owner & Other Partner(s) involved SIM

Short description of the exploitable results The research and development work on the SPARC projects has shown the necessity of simulator components with extremely low transport delay and high resolution and accuracy at the same time. This is necessary to make a realistic simulation of complex modern automotive onboard electronic system with men-in-the-loop possible. Especially the motion system in a driving simulator provides extremely sensitive cues for the driver. Therefore the development of the corresponding hardware is a major goal of the development work and will provide major improvements in the simulation quality.

In this case the above described development of a low transport delay hydraulic axes controller requires a safety relevant hydraulic control of the actuator. A new design of the valve block matches this requirement.

5.16 DÜRR Assembly Products GmbH (former Schenck F.A.P. GmbH) 5.16.1 Quick adaptation between vehicles and test rigs within a time-critical production

process Exploitable Knowledge (description) Quick adaptation between vehicles and test rigs within a

time-critical production process

Exploitable product(s) or measure(s) Mechanical Basic Data (Construction of) Adapter Disc


Timetable for commercial use 2007 - 2009

Owner & Other Partner(s) involved DÜRR Assembly Products GmbH

Short description of the exploitable results To highly time-efficient adapt a dynamic test rig to a vehicle which is transported threw a production line by an overhead conveyor system (e.g. FAStplant®), an adapter disc has been designed. The disc substitutes the tire and the rim within the production process and can be adapted by different types of test rigs (IFT, IWA, IDAS) in a very time efficient and reproducible way. Furthermore it is an optimal target for a contact-free laser measurement system of only three point lasers to measure the camber and the toe of a vehicle within the production line.



5.16.2 A highly efficient test method of a vehicle within the production line Exploitable Knowledge (description) A highly efficient test method of a vehicle within the

production line

Exploitable product(s) or measure(s) InLine Function Tester (IFT) test bench




Short description of the exploitable results The InLine Function Tester (IFT) is a test rig to perform highly dynamic vehicle End of Line tests within the final assembly line. In advance to a conventional roller test rig it is a test rig for the integration within the line itself. The vehicle can be tested fully automatically without the need of a worker. This makes the process more efficient, more reproducible and more processsure. Furthermore the vehicle can maintain within the transportation system (e.g. overhead conveyor system FAStplant®).

5.16.3 A highly efficient set up method of a vehicle’s drive chassis within the production line Exploitable Knowledge (description) A highly efficient set up method of a vehicle’s drive

chassis within the production line

Exploitable product(s) or measure(s) InLine Wheel Aligner (IWA)




Short description of the exploitable results The InLine Wheel Aligner (IWA) is a consequent advancement of the “x-wheel” wheel Aligner. It is a alignment rig measure and to set up toe and camber within the assembly line by using the aforementioned adapter disc and a novel laser measurement system based on point lasers (in comparison to expensive and data intensive line lasers). The IWA can be optimally combined with the IFT (in this order) within the assembly line.

5.16.4 A highly efficient set up method to adjust vehicle’s driver assistant systems within the production line

Exploitable Knowledge (description) A highly efficient set up method to adjust vehicle’s driver assistant systems within the production line

Exploitable product(s) or measure(s) InLine Driver Assistant System Alignment Rig (IDAS)




Short description of the exploitable results Since more and more Driver Assistant are emerging in modern vehicles, the OEMs are integration professional Driver Assistant System Alignment Rigs in the End of Line. The IDAS is such a alignment rig for integration in the assembly line. The processes can be performed highly automated and the bench can be integrated with the IFT and the IWA to a complete InLine Concept with a lot of advantages for the OEM.



5.16.5 Knowledge about new, mechatronic X-by-Wire Components Exploitable Knowledge (description) Knowledge about new, mechatronic X-by-Wire

Components





Short description of the exploitable results Within the SPARC Project DÜRR Assembly Products can learn a lot about novel X-by-Wire components (e. g. Steer-by-Wire and Brake-by-Wire). The tests and the cooperation with the partners can enable Dürr to develop highly efficient and economic test procedures for new components and new, overall, vehicle-spanning vehicle architecture.

5.17 SKF 5.17.1 Steering system that can assist and/or override the driver

Exploitable Knowledge (description) Steering system that can assist and/or override the driver

Exploitable product(s) or measure(s) Steer-by-wire

Sector(s) of application Automotive as well as Industrial Vehicles (e.g. Car, Truck, Bus, Fork Lift Trucks)


Owner & Other Partner(s) involved SKF

Short description of the exploitable results The current mechanical connection between the steering wheel and the steerrack of a vehicle, does not allow for corrections or complete override of the drivers input. By connecting the steering wheel (input) and the rack by means of electronics (by-wire) instead of mechanically the drivers input can be checked on validity and can be override when required. A high performance electromechanical steer rack actuator with full redundant functionality has been developed by SKF.

5.17.2 Redundant Controller for electromechanical by-wire actuators Exploitable Knowledge (description) Redundant Controller for electromechanical by-wire

actuators

Exploitable product(s) or measure(s) Actuator Control Unit

Sector(s) of application Automotive as well as Industrial Vehicles (e.g. Car, Truck, Bus, Fork Lift Trucks)


Owner & Other Partner(s) involved SKF

Short description of the exploitable results In order to control the electromechanical Steer-by-wire steer rack, a motor controller as well as an interface to the steering device is required. In addition processing power is needed to perform diagnosis of the system and to communicate with other systems in the vehicle. To reduce wiring in vehicle the FlexRay communication protocol has been developed. The steer-by-wire system of SKF consist of 2 completely independent Actuator Control Units that control the steer rack actuation and give an interface via FlexRay to all the other system in the vehicle.



5.18 University of Stuttgart Exploitable Knowledge (description) Safety critical By-Wire-Platform

Exploitable product(s) or measure(s) Software for operating the fault tolerant platform

Sector(s) of application Automotive area (trucks, cars)

Timetable for commercial use No commercial use by UST


Short description of the exploitable results The safety critical Platform is a suitable means for the realization of a high number of different Mechatronic functions as “Steer-By-Wire, Brake-By-Wire, ESP, Energy Management etc. as well as the implementation of several assistant functions like automatic lane following etc. The Platform is based on two independent working FlexRay Buses with a high redundant central computer system performing the complete System Management as well as the operation of the function mentioned above. The system is characterized by its high scalability. Therefore, it can be adapted easily to different applications (different types of trucks or even cars). This is shown in the project by applying the platform to a HGV (Heavy Goods Vehicle) as well as to a sPC (small Passenger Car).

5.19 YAMAR Electronics Ltd. 5.19.1 Backlights

Exploitable Knowledge (description) Backlights

Exploitable product(s) or measure(s) Powerline backlight system



Owner & Other Partner(s) involved Yamar

Short description of the exploitable results Backlight powerline system that operates with single wire that power the lamps and for LIN communication. The backlight system saves complex wiring harness both in truck and in the trailer.

5.19.2 Redundant communication Exploitable Knowledge (description) Redundant communication

Exploitable product(s) or measure(s) DCAN semiconductor

Sector(s) of application Avionic, automotive



Short description of the exploitable results Secure redundant CAN channel for safety relevant communication.



5.19.3 Communication for energy management Exploitable Knowledge (description) Communication for energy management

Exploitable product(s) or measure(s) DC-LIN system

Sector(s) of application Automotive, Industrial



Short description of the exploitable results Communication device for communicating with battery energy management unit



6 S&T prospects Within the central objective of the SPARC project a drive-by-wire vehicle architecture integrating various x-by-Wire and assistant systems has been work out and introduced.

SPARC vehicle integration of the x-by-wire components aimed at extending the average reactive vehicle by enabling the SW-Packages in the redundant vehicle ECUs to perceive and measure its surrounding objects and to react to this changing environment in both a passive and an active way. The testing environment for mechatronic systems covered the full range of ECU’s, the testing of the central DCC architecture with the multiple software packages on board as well as the total mechatronical vehicle with all interlinked control algorithms. One task with integrating the different aggregates into the complete vehicle system was collecting and connecting software modules from different partners and merging them into the redundant electronic Decision Control Controller and Powertrain Controller. A sophisticated tool was developed and hence used to ensure a high quality of this step. Thus, applying later the controllers to the real vehicle system was becoming much more efficient. The next step in testing and integration efficiency was to design the concept of four independent test- and stress units sets with respectively their own main electrical engine which is also used as a load machine. That way braking and drive forces as well as wheel revolutions have been preset to each individual wheel. This enabled the OEM and all Partners of SPARC to carry out complex total vehicle test procedures. In addition to these functions the advanced VeHiL technology made it possible to steer the vehicle on the test rig.

The consortium expects tools and methods like the presented one to foster the path to setting full mechatronic drive-by-wire vehicles in an efficient and secure way towards future implementation and introduction.

Regarding the assistant systems the SPARC project concentrated on supporting the driver using a Safety Decision Control System which is designed to monitor the state of the driver, e.g. for drowsiness, and propose, actuate, execute and monitor appropriate reactions to different scenarios accordingly.



7 Conclusions During the implementation phase the separation into modules and regrouping the subsystem significantly improved the management complexity. The modules have been

X-by-wire

All actuators of the vehicles are controlled with electronic signals in x-by-wire systems. There is no mechanical connection between driver and chassis. These results in smart steer-, brake-, accelerate- and shift-by-wire performance of the vehicle, so braking and stopping distance are enhanced. The project has shown potential improvements within the actuators itself. The main future focus will be smarter and lighter actuators to be developed.

Architecture/Platform

The main task of this subgroup was to ensure the safe data processing of the environmental data and the driver inputs, a redundant controller platform, Dual Duplex ECU, is used. This architecture and operating system makes it possible to recognize and compensate occurring failures without compromising the running of the vehicle. If the driver’s wish does not correspond to a safe motion vector, generated by the use of environmental information, the Decision Control System (DCS) helps the driver to control and steer the car on the base of this safe motion vector. The project has shown potential improvements within the ECU itself. The main future focus will be tools to facilitate SW-Integration and total system tests.

Test systems

Future drive-by-wire vehicles show the necessity to test all sub-systems and software from the partners as well as the entire vehicles. The systems and the software components were tested in the lab. To test the vehicles test benches for the heavy goods vehicles and small passenger cars have been built up. Consequently driving tests for all vehicles on divers test tracks have finalised the operation. The project has shown potential automatic test design during the innovation and development process itself. The main future focus will be test design and execution tools to facilitate vehicle-integration and total system tests.

Drivability HMI

The drivability of a SPARC vehicle is improved through a complete new Human Machine Interface (HMI). There are two exchangeable HMIs using the sage protocol: one with a sidestick and another with an electronic steering wheel/pedal box. Software monitoring is used to provide data from surrounding of the vehicle to the driver as well as important information of the vehicle subsystems. The project has shown potential new HMI devices to interact with new type of vehicles (Drive-by-Wire). The main future focus will be to design and test the new devices in a complete vehicle-integration situation and to test human reactions and willingness and ease of use.



Assistant systems

Sensors collect environmental data from the surrounding of the vehicle and the inputs of the driver. RADAR is used to detect objects within the long-distance range, a camera scans the immediate surroundings, and a GPS is used to generate reliable data on the absolute location of the vehicle. All three inputs are fused to a more reliable data set. The project has shown potential new assistant systems. They only work in the aimed direction of supporting the driver, if the loop between the two is closed and intuitive. The main future focus will be to design and test the new assistant systems in a complete vehicle-integration situation and to test human reactions and willingness ease of use and the overall acceptance.

Small Passenger car

There are two small passenger cars (sPC) and two heavy goods vehicles (HGV) built up within the project to demonstrate the scalability of the system and its components. One vehicle has an electronic steering wheel in combination with steer- und brake-by-wire actuators. In the respective second vehicle is running with a side stick as human machine interface. The main task of the subgroups was to integrate all partners contributions. The project has shown a potential new system structure of vehicles. The main future focus will be to design complete vehicle-integration situation and test environments to secure the development process.

Truck-Trailer

The heavy goods vehicles (HGV) are one full- and one semi trailer which demonstrate two different concepts of trailers. The full trailer is equipped with electromechanical brakes; the other is equipped with the next generation disk brakes. Both are equipped with a new generation of axles, in which the axle housing is used as reservoir for the air supply. The main task was to integrate all partners contributions. The project has shown a potential transferability of new system structure to a different type of vehicles (HGV). The main focus now will be to share resources in transferring methods, concepts and implementation strategies.

Considering the results, it is anticipated that the technologies developed in SPARC will be introduced into the passenger car market and the truck markets in a phased deployment over the next 15 years as discussed within the chapter 5.

The expected evolution from reactive safety to preventive safety created by the SPARC vehicles will constitute a breakthrough in road safety technology.



Appendix: The SPARC book The ‘SPARC Book’ is a public document that serves as a compendium of the overall SPARC results and the achievements reached by the individual partners. The document is part of the SPARC final report.

Documents

Report type Deliverable D19 Report name Final report · Report type Deliverable D19 Report name Final report Version number Version 2.0 ... trailer types (full and semi) that are