2006 CITA CONFERENCE - vr.org.vn WORKSHOP 7.pdf · vehicles.So more than 70 different tests were...

2006 CITA CONFERENCE2006 CITA CONFERENCE‘‘The future of Vehicle Inspection The future of Vehicle Inspection –– Contributing to Sustainable Contributing to Sustainable

Road Transport’Road Transport’‘Developments in Inspection of 2 & 3 Wheeled Vehicles‘Developments in Inspection of 2 & 3 Wheeled Vehicles’’

WORKSHOP WORKSHOP 77

Emerging Technologies and their Impact on Emerging Technologies and their Impact on Vehicle InspectionVehicle Inspection

Chairperson :Chairperson : Mr. Mr. Eduard FernandezEduard FernandezSecretarySecretary : Mr. : Mr. Toni ViscidoToni Viscido

2006 CITA CONFERENCE, 17 – 20 October, Hanoi, VIETNAM

Safety & Environment

Sustainability

Road Transport

In-service Vehicle Inspection

Agenda1- Opening

2- Speakers IntroductionMr. Mäurer from DEKRA, GermanyMr. Van Calker from FSD GmbH, GermanyMr. Viscido from CITA, BelgiumMr. Salvachua from Applus+, Spain

3- Questions & Answers

4- Summary and Conclusions

5- Closure


‘‘The future of Vehicle Inspection The future of Vehicle Inspection –– Contributing to Sustainable Road Contributing to Sustainable Road Transport’Transport’

‘Developments in Inspection of 2 & 3 Wheeled Vehicles‘Developments in Inspection of 2 & 3 Wheeled Vehicles’’

2006 CITA CONFERENCE2006 CITA CONFERENCE

WSH 7 WSH 7 -- PAPER 1PAPER 1

Scan Tools use for Technical Scan Tools use for Technical InspectionsInspections

HansHans--JürgenJürgen MäurerMäurerDEKRADEKRAGermanyGermany


5

Scan tools use for Technical

Inspections

AP4, Prüftechnik EntwicklungHans-Jürgen Mäurer, Gunter Geßner

Contents

• Vehicle Technology

• DEKRA diagnostic tool test

• Use of scan tools for periodical technical inspection (PTI)

• Test pyramid

• Summary


Vehicle Technology

Increasing number of safety critical electronic systems:Airbags, ABS, ESP, Advanced Driver Assistance Systems (ADAS)

MIL Only the CARB Connector is

standardizedFor most of the systems no regulation is existing;Neither for type approval nor for periodical technical InspectionMal function information for the driver is also not standardized.


DEKRA diagnostic tool test 2003

Test was done on8 scan tools with 9 vehicles

AVL, BOSCH, TECNO,TECHMESS, GUTMANN,SUN, TEXA und WÜRTH



Tested vehicles

Manufacturer Type Cylinder capability (l)

Power (kW) Fuel Date of first registration

BMW 320i 2,0 110 Otto 05.2000Citroen Xantia 1,9 66 Diesel 04.1999Opel Astra 1,8 92 Otto 05.2002Mazda 626 2,0 85 Otto 03.1999Mazda 6 1,8 88 Otto 07.2003Mercedes C 220 CDI 2,1 105 Diesel 09.2003Renault Twingo 1,2 43 Otto 03.2003VW Golf IV 1,4 55 Otto 09.2000



What was done

Key element for every use of scan tools is identification of vehicle – system – and version Without this important step, the reliability of the ongoing steps is not 100%.Comparison of number of available vehicle systems which can be tested.Capability to find an simulated failure on the vehicles.So more than 70 different tests were done

Using the universal and standardized CARB connector

Benchmarking was the available OEM – Tool function for each different Vehicle



Results

Example for the available diagnostic function for a specific vehicle (BMW 320i)

I: Identification F: Trouble code read out FL: delete IW: Real time values read out S: actuator activation


The second test was done on• 10 scan tools• 10 vehicles

Actia, AVL, BOSCH, Gutmann, Lunch, SUN. Techmess, Texa, Tecno, Würth,



Tested vehicles

Manufacturer Type Cylinder capability (l)

Power (kW) Fuel Date of first

registrationBMW 318i 1,9 87 Benzin 03/2001Peugeot 206 1,4 55 Benzin 01/2003VW Golf IV 1,4 55 Benzin 05/2003VW Passat 2,0 TDI 100 Diesel 07/2004Ford Focus 1,8 TDCi 85 Diesel 04/2002Mercedes A 168L 1,6 75 Benzin 05/2003Mercedes C 200 2,2 CDI 90 Diesel 05/2004Opel Astra G 1,6 62 Benzin 07/2002Opel Corsa B 1,0 40 Benzin 12/1997Mazda 626 2,0 85 Benzin 11/2000



What was done 1. Test of available vehicle systems (ABS, ESP….)2. Diagnosis depth,(Read of DTC, Real time values…3. Diagnosis quality, (number of available data….)

1. Help functions for repair2. Soft ware update service new vehicles3. Expert hotline trouble desk4. Technical solution of the tool (Hardware solution)

More than 100 tests were done, with simulation of failures and comparison with OEM tools.

Additional evaluations for



ResultsMost of the tested tools were able to cover ahigher number of vehicles from different manufacturers,

Functions like: Identification, Trouble code read out / delete, Sensor real time values, actuator activation e.g. become available for much more systems, also for new vehicles



Results

Example for the evaluation of results for one specific vehiclein this case for Peugeot 206


DEKRA diagnostic tool test - comparison

Difference between both tests over all systems/vehicles

Test 2003

0

5

10

15

20

25

BMW 3er Mercedes C- Class

Opel Astra VW Golf IV Mazda 626

Num

ber

of s

yste

ms

total systemsaverage of found systems

Test 2006

0

5

10

15

20

25

BMW 3er Mercedes C -Class


Num

ber o

f sys

tem

s

total systemsaverage of found systems

Absolute number of systems increased and also the data for vehicle systems


DEKRA diagnostic tool test - comparison

DevelopmentComparison - test 2003 and 2006

0,010,020,030,040,050,060,070,080,090,0

100,0

BMW 3er Mercedes C -Class


foun

ded

syst

ems

(%)

20032006

Relation is becoming better, but some special cases are also to be mentioned VW and MAZDA

Over all results of the tests

Key findings from the last test• Obviously improved performance• New hardware solutions like wireless data communication• Diagnostic data also for new vehicles available• All tested scan tools have been more efficiently since the

first test• Beside customized solutions also Standard PC‘s with

standard software are more available, therefore standard software and data exchange become more easy and comfortable


Options for future use of scan tools for periodical technical inspection

Technical Inspection on vehicles generally contents of

Visual Inspection – Function Test – Efficiency Test

For the test of electronically controlled systems, new measures should be taken into consideration.Use of scan tools for enhances procedures should be considered


Options for future use of scan tools for periodical technical inspection

For periodical technical inspection (PTI) it is the first step to identify the vehicle which is on test correctly.

This is also to make sure, no changes which can effect the safety behaviour of the vehicle has occurred.

To ensure the build in safety of every vehicle, the original fitment and function of subsystems should be evaluated.


Test pyramid

1. Vehicle and System identification

It is of high importance to identify correctly the vehicle and the subsystems build in

A database which stores all vehicles with standard equipment and also any additional fitment which is needed.

In Germany a fist step has been done with the Vehicle System Data (FSD).

This database is used for a regular PTI procedure for vehicles built 2006 or later.

FSD


Test pyramid

2. System behaviour test/MIL - visual inspection

Second step is to check all the MIL – Indicators for the on board information on the system behaviour;

MIL = Mal function Indicator Lamp


To days status of scan tools useful for PTI purposes

Test pyramid

3. Trouble code read outThe read out of trouble codes for all safety relevant systems.

It is important to compare the stored data with the displayed system status (MIL)



Test pyramid

4. Read out of real time values

The sensors, actuators, wires, connectors and the CPU are included by this test step

A good example is given for the wheel speed sensors and pressure modulators at ABS/ESP –Systems



Test pyramid

5. Active test of actuators / system

The combination of already existing equipment, such as a roller brake tester, and modern scan tools can support a highly efficient and reliable test result.

For a 100% solution on every new vehicle a standardisation is required.


27

Test Pyramid for PTI


Special requirements for the use of scan tools for PTI

For Garage use scan tools are more diagnostic tools,

Find a failure and repair it as fast as possiblefor all systems (comfort and safety/environmental related)

For PTI we have just to evaluate the system behaviour,For only safety / environmental related Systems;

no repair, no detailed failure analysis, no wiring diagram needed, but it should cover most of the vehicle fleet;

For the vehicle after 2000 the CARB connector is standard, so approximately 80% of the relevant systems might be accessible

Summary Strong development on universal generic scan toolsNumber of available vehicle data and systems increased (more than 80% of Model year 2000 or later - iDELSY)

• New cars will also be available earlier • The depth of functions has also increased• The quality of help an hotline services is improved

For PTI purposes Scan tools will become very important to adapt measures and methods for modern vehicle systems, in combination with well applied methods. The requirements for PTI are much different than for garage use; no diagnostic functions are needed, clear identification and communication for all vehicles is the main target


Thank you



Sustainability

Road Transport


Agenda1- Opening




5- Closure


‘‘The future of Vehicle Inspection The future of Vehicle Inspection –– Contributing to Sustainable Road Contributing to Sustainable Road TransportTransport’’

‘‘Developments in Inspection of 2 & 3 Wheeled VehiclesDevelopments in Inspection of 2 & 3 Wheeled Vehicles’’



Inspection of Electronic Components Inspection of Electronic Components within PTI in Germanywithin PTI in Germany

JJöörgrg Van Van CalkerCalkerFSD GmbHFSD GmbHGermanyGermany



Inspection of electronic

components within PTI in Germany

Agenda

11 About FSD GmbH

22 Motivation

33 Legal foundation

44 Test concept

55 Process

66 Software

77 Outlook




FSD GmbH

Association of allinspection organisations

in Germany*

Governmental mandate andCommon business purpose:

To provide practicable test methods for electronically equipped

vehicle systems for PTI

AboutFSD GmbH

1

*with the exception of one very small organisation, GTS




Agenda

11 About FSD GmbH

22 Motivation

33 Legal foundation

44 Test concept

55 Process

66 Software

77 Outlook




Accident avoidance potential of advanced driver assistant systems

Influencable accidents with serious personal injuries in Germany (2004 approximatley 65.000 total)

Advanced driver assistant systems Rate [%] Number 1),4)

MotorcyclesAnti Lock Braking System 1) 10 3.600

Passenger CarsElectronic Stability Program 1) 10 bis 15 5.000 bis 7.500Adaptive Cruise Control 1),2) 6 3.000Lane Departure Warning System 1),2) 4 2.000Predictive Brake Assist 2) 57 28.000Lane Keeping Support 2) 20 10.000

Vans / Pick-up TrucksElectronic Stability Program 1) 10 360Rear View Camera1) 5 180

TrucksRear View Camera 1) 1 50Turn off assist 1) 3 150Side Collision Warning 1) 3 150Electronic Stability Program 1),3) 9 450Adaptive Cruise Control 1),3) 6 300Lane Departure Warning System 1),3) 4 400Predictive Brake Assist + ACC 3) 21 1.050LDW + Lane Keeping Support3) 10 500

Sources:1) Institute for Roadtraffic by GDV (Germany), Gwehenweger,and other, 20032) University Regensburg (Germany), Dissertation Gründl, 20053) Safety Truck, MAN + DaimlerChrysler, 20064) Calculation by arge tp 21 on basis of approximately 65.000 accidents of serious personal injuries in 2004 and 80.000 light personal injuries and 6.000 killed persons

Motivation

2




Risk: Decrease of the accident avoidance potential over time

The testing of electronically controlled systems is not included in the „PTI - “ directive 96/96/EC today.

With defects, abrasion and manipulation as well as cost-driven demounting after defects or accidents - unnoticed in the course of PTI -the safety level of the vehicle may decrease significantly over time.Motivation

2




Agenda

11 About FSD GmbH

22 Motivation

33 Legal foundation

44 Test concept

55 Process

66 Software

77 Outlook




Overview

With the inspection of safety relevant electronically controlledsystems in the frame of directive 96/96/EC it is possible to ensurethe original safety level of the individual vehicle over its lifetime.

Legalfoundation

3In appreciation of its potential for increasing roadworthinessGermany decided to introduce this kind of inspection as pilot for Europe. Continuous reports of the won experiences will be submitted to the Commission, and could serve as a basis for future Community regulations.

In Germany the new inspection is integrated into the regular PTIsince April 1st 2006




Scope

In Germany the inspection of electronically controlled systems within the PTI is mandatory by law for

all cars with a date of first registration of 01.04.2006 or later.

all vehicle types

all systems of 8 security relevant system classes (next slide)Legal

foundation

3




Relevant vehicle system classes

Braking systems

Steering systems

Headlights and lights

Seat belts or other restraining devices

Airbags

Rollover-protection features

Driving dynamics systems which affect the braking system

Speed limiters

1

2

3

4

5

6

7

8

Legalfoundation

3




Agenda

11 About FSD GmbH

22 Motivation

33 Legal foundation

44 Test concept

55 Process

66 Software

77 Outlook




Test concept - boundary conditions

Being part of the PTI the test is subject to the following conditions

sufficient reliability

easy integration in the existing test process

acceptable requirements in time or costs

General conditions

Legalfoundation

3

Because of the specific inspection infrastructure in Germany (10.000 inspectors, 65% of the inspections in 40.000 garages) this means, at least for the starting years, that:

expensive special testing equipment (e.g. a handheld tester) should not be required

the test has to be practicable in garages as well as in inspection centres

the new test should not last longer than 1 minute per system

Special conditions in the beginning (2006)




Test concept 2006 - overview

Information about built-in relevant

systems

Information for manual

identification

Test methods

ManualIdentification

test

Functiontest

Testconcept

4

Information providedfor the test

Test elementsat the beginning




Information about built-in systems

Reference Vehicle identification number

Content Designation of the systems and subsystems

Example

Testconcept

4




Information for manual identification

Reference System (often also model-specific)

Content Illustrations and verbal descriptions supporting the visual identification of systems

Testconcept

4Example

(S9)




Test methods

Reference System (often also model-specific)

Content Algorithmic description (list of test steps) of the test method including defect conditions

Testconcept

4Example

next slide




Test methods (cont.)

Example (extract)

(S9)

Testconcept

4




Manual identification test

Test, if all systems listed in the Information about built-in relevant systems are still present in the vehicle or might have been illegitimately removed using the provided identification information.

Characterisation

Testconcept

4


systemsall systems still present?


identification

if not, this is a irregularity,commonly classified as defect




Function test

Types of function tests in 2006

Check of MIL

Function tests with existing test equpiment(roller brake dynamometer)

Testconcept

4


systemsFunction

test

Test methodsdefectno defect




Special aspects – Test drive

Test drive > 8 km/h

To activate the control function of electronically controlled systems often a test drive with low speed is required

Testconcept

4




Special aspects – Combined test methods

To avoid duplication of test actions, the different test methods for the built-in systems are integrated and combined as far as possible

Combined test methods

Testconcept

4




Agenda

11 About FSD GmbH

22 Motivation

33 Legal foundation

44 Test concept

55 Process

66 Software

77 Outlook




Process overview

Testing software(standardized)

manufacturer/importer

PTI Organisations (FSD GmbH)

inspector



Test methods (standardized)Provision of

vehicle and system

information

Development, validation and

standardisation of test methods

cooperate

3

21

Development of testing software

Process

5




Step 1: Provision of information by manufacturers




Provision of vehicle and

system information

1

Technical system information

Process

5

information about built-in systems for individual VIN




Step 2a: Development and validation of test methods



standardisation of test methods

2


Built upon the gained system knowledge practicable test methods are created and validated by the PTI

Organisations (FSD) in cooperation with the manufacturers / importers.

The validation comprises thorough tests with one or more exemplars of the vehicle modelProcess

5




Step 2b: Standardisation of test methods


2

Validated System data is integrated into a standardised data model with uniform structure, format and

representation (including illustrations and formulations)


standardisation of test methodsProcess

5


database




Step 3: Access to test methods

inspector

3

Easy and standardized access to test methods (online / offline), with integration into the testing

software of the inspection organizations

Process

5





1. Invocation of the list of all built-in relevant systems directlyfrom the testing software

Process

5





Call of the infor-mation for manualidentification and test method by click in the system list

2.

Process

5




Agenda

11 About FSD GmbH

22 Motivation

33 Legal foundation

44 Test concept

55 Process

66 Software

77 Outlook




Access to test methods during PTI today

CompleteTest methods

(Notebook)

Execution ofinspection

„Summary“may be printed

Software

6

Memory




Test summary

For situations, where the notebook can not be present at the time of the inspection, a summary of all test methods for a specified vehiclecan be printed out on one sheet of paper

Software

6




More efficient access to test methods during PTI tomorrow

Access to the completetest methods on PDA, UMPC, Smartphone orWeb tablet

by wireless data transferor remote access to the notebook

Software

6

CompleteTest methods

(Notebook)

Execution ofinspection




Test method layout on PDA / Smartphone

Information about built-in systems

Summary

Software

6

Complete testmethods




Demonstration

Software

6




Agenda

11 About FSD GmbH

22 Motivation

33 Legal foundation

44 Test concept

55 Process

66 Software

77 Outlook




Example for possible later extensions of the test concept


systems


identification

Test methods

ManualIdentification

test

Outlook

7Function

test

Automaticidentification test

Information to be extendedfor the additional test

Possible additionaltest element




Automatic identification test

The notebook of the tester will be connected with the vehicle (e.g. by a cable or wireless gateway to the OBD system). Based upon the digital identification of the built-in systems provided as system data the search for the systems is carried out automatically.

Characterisation

Outlook

7


systemsall systems still present?

connection to thevehicle

if not, this is a irregularity,commonly classified as defect




End

Thank you for your attention !


Sustainability

Road Transport


Agenda1- Opening




5- Closure






New PTINew PTI--Requirements for the Requirements for the Inspection of Hybrid Electric VehiclesInspection of Hybrid Electric Vehicles

Toni ViscidoToni ViscidoCITACITABelgiumBelgium


©

251981 - 2006

New PTI-Requirements for the Inspection ofHybrid Electric Vehicles

12th CITA ConferenceHanoi, Vietnam

Dipl.-Ing. T. ViscidoForschungsgesellschaft Kraftfahrwesen Aachen mbH


©

251981 - 2006

Institut für Kraftfahrwesen Aachen Forschungsgesellschaft Kraftfahrwesen

mbH

Research & Development

ANGEWANDTE FORSCHUNG, ENTWICKLUNG UND CONSULT

FORSCHUNGSGESELLSCHAFTKRAFTFAHRWESEN mbHAACHEN

INSTITUT FÜRKRAFTFAHRWESENAACHEN

Body Electronics

Chassis Powertrain Acoustics

Driver Assistance


©

251981 - 2006HEV-Working Fields

Tech

nica

lBen

chm

arks

Dev

elop

men

t Pro

cess- Concept Development

- Simulation- Operation Strategies- Controller Hard-/Software- Prototype Vehicles- Testing- Technical Benchmarks

©

251981 - 2006Development of Systemarchitecture

Implication factors

Driving Dynamics

ADAS

„Predictive Driving“

Brake-SystemsHybrid-Powertrain


©

251981 - 2006Systemarchitecture

Sensorconfiguration for “Predicitive Driving”

VideoSystem

mediumrangeRadarThales

Laser-Scanner

IBEO

shortrangeRadarSAAB

Steuergerät

LidarTEMIC

©

251981 - 2006Systemarchitecture

Development of Function Integration


©

251981 - 2006Systemarchitecture Today

©

251981 - 2006Systemarchitecture in Future

central Sensordataacquisition and -processing

©

251981 - 2006HEV – Lexus RX 400h


©

251981 - 2006HEV - Toyota Prius 2

Battery incl. BMS and Fusing

ICE

E-Motor

Powerelectronics incl. DC/DC-Converter

Powerdistribution(mechanical)

Generator

Source: Toyota

HV-Harness

EPS

Electronically Controlled Brakesystem (ECB)

©

251981 - 2006HEV-System

ECU

MC

U

TCU BMS

Verbrennungsmotor GetriebeE-M

otor

High-VoltageBatterie

HCU

Kommunikation

12VBatterie

DC Leistungs-elektronik

DC12VAUX


©

251981 - 2006Components of HEV-Systems

Integrated E-Machine (ISG with 2 clutches)

6000rev/minMaximum speed2000rev/minBase speed15kWContinuous power120NmLow-speed peak torque108VMinimum battery voltage197mmRotor lamination bore284mmStator lamination diameter

6000rev/minMaximum speed2000rev/minBase speed15kWContinuous power120NmLow-speed peak torque108VMinimum battery voltage197mmRotor lamination bore284mmStator lamination diameter

15 kW ISG Reluctancemachine


©


Motor Inverter and DC/DC-Converter

Toyota Prius II

Toyota RX 400h BRUSA

SEMIKRON


©


NiMH-Battery Toyota Prius II

9 Modules(64,8 V)

19 Modules(136,8 V)

=> 187,5A @182 V => 34 kWEmegrency Switch withintegrated Fuse

©

251981 - 2006Components of HEV-SystemsHV-Powernet / -Harness / -Plugs / -Fuses

Voltages up to 500 VDCCurrents up to 400 ATemperatures up to 100°C

=>Cross section up to 120 mm²


©

251981 - 2006PTI for Hybrid Vehicles

PTI ensures functionof...

Component Protection- Overvoltage and shortcirciuts

- Lightarcs

- Over- and Undervoltages

Occupant Protection- Isolation Protection

- Detection in case of contact


©

251981 - 2006Development of Safety Concepts for HEV

Legislation/Standards

Übergeordnet: DIN EN 61140 (VDE 0140 Teil 1)Beschreibt Maßnahmen zum Schutz gegen elektrischen Schlag und gemeinsame Anforderungen für Anlagen und BetriebsmittelBasiert auf IEC 61140:1997-08 “Protection against electric shock, common aspects for installation and equipment”Anwendungsbereich: Anlagen, Systeme und Betriebsmittel bis AC 1000 V und DC 1500 VGrundsätze:

Gefährliche aktive Teile dürfen nicht berührbar seinBerührbare leitfähige Teile dürfen nicht elektrisch aktiv sein

Bezogen auf Elektrofahrzeuge:ISO 6469 „Elektrische Straßenfahrzeuge – Sicherheitsspezifikationen“

Teil 1: Bordeigene elektrische EnergiespeicherTeil 2: Funktionelle Sicherheitsvorkehrungen und Schutz gegen FehlerTeil 3: Schutz von Personen gegen elektrische Gefahren, incl. Tech. Corrigendum

ISO 8713: „Electric Road Vehicles – Vocabulary“ISO 8714: „ERV – Reference Energy Consumption and Range, Test Procedures”ISO 8715: „ERV – Road Operating Characteristics“DIN EN 61851 / VDE 0122 / IEC 61851

Teil 1: „Allgemeine Anforderungen“Teil 2-1: „Anforderungen eines Elektrofahrzeuges für konduktive Verbindung an AC/DC-Versorgung“Teil 2-2: „Wechselstrom-Ladestation für Elektrofahrzeuge“

Bezogen auf Elektrofahrzeuge:IEC 60479-1 (1994-09), IEC 60664-1 (2000-04), Direktive 73/23/EEC

Zu beachtende Sicherheitsmaßnahmen bei DC-Spannungen >75V

IEC 61557-8 (1997-02)Isolationsüberwachung in IT-Teilnetzen bis 1000VAC/1500VDC

UL 2231Personenschutz in Versorgungskreisen von Elektrofahrzeugen

EN1987, Teil 3Personenschutz im Falle einer Batterie-Fehlfunktion

DIN VDE 0122, Chapter 4.3.5.5Mechanische Ansprüche an das elektrische System eines Elektrofahrzeuges, zulässige Kabelverlegungen

DIN EN 50272-3Sicherheitsansprüche an Traktionsbatterien

Bezogen auf Elektrofahrzeuge:EN ISO 8092, Teil 2

Zugfestigkeit von Kabeln, Wasserdichtigkeit von Steckverbindern

DIN ISO 3808, part 1Hochspannungs-Zündleitungen

DIN 72 551, part 5Niederspannungs-Zündleitungen

SAE J1742Hochspannungs-Steckverbinder, Testmethoden und grundsätzliche Qualitätsansprüche

SAE J1127, SAE J1673, SAE J1654Hochspannungs-Kabelbäume

IEC/TR 60783Kabelbäume und Steckverbinder für Elektrofahrzeuge

Very extensive Standards!


©

251981 - 2006Safety Concepts for HEV

main conclusions of standards

fka-expertise: filtering/analysis of relevant standards

Faultmanagement for HV-Powernet in

Faultcase (Accident etc.)

Isolation Monitoring of HV-PowernetBattery-

Overcurrent-Safety concept

Protection of wires and connectors due

to light arcs

HEV-Powernet

©

251981 - 2006Safety Concepts for HEV

typical HEV-Powernet

Categorisation of Powernet in 3 Subsystems:DC- HV Powernet Dangerous Voltages >60VAC- HV Powernet Dangerous Voltages >60V14V- LV Powernet Non-Dangerous Voltages <60V

©

251981 - 2006PTI for Hybrid Electric Vehiclescomponents to be inspected to insure safety

Within the framework of a PTI the following components are recommended to be inspected:

Leak tightness and check of damages of HV-harness and connectors (due to e.g. lightarcs)

@ HV-Battery@ Inverter@ E-Machine@ DC/DC-Converter

Efficiency of Isolation Monitoring generation of isolationfault, monitoring MUST detect this fault

Function of Emergency Switch, if existingProtection must always be given through intact housing of HV-components


©

251981 - 2006Contact

Dipl.-Ing. Toni Viscidofka – Forschungsges. Kraftfahrwesen Aachen

mbHSteinbachstr. 7D-52074 Aachen, GermanyTel: +49 / (0)241 / 8861-121Mobil: +49 / (0)163 / [email protected]



Sustainability

Road Transport


Agenda1- Opening




5- Closure






WIM WIM –– Weigh in MotionWeigh in Motion

Victor SalvachuaVictor SalvachuaApplusApplusSpainSpain


Víctor Salvachúa Barceló CITA Conference, Hanoi October 2006

Weigh In Motion Systems

Weigh In Motion Systems (WIM)Application on enforcement strategies


Weigh In Motion SystemsWeigh In Motion Systems

Summary01_ Background02_ System description 03_ Application on enforcement strategies04_ System results05_ Conclusions



Overloaded vehicles represent a roadworthiness problemOwn vehicle safety is reduced if vehicle is overloaded

Vehicle StabilityMisuse of different vehicle systems (Brake, suspension, tyres…)Possible load displacement / FallUnexpected slow vehicles (Rear-end collisions)

Trucks accidents represent a safety problem for other road usersIncrease on the pollutant emissions of overloaded vehicles

01_ Background



Weight enforcement strategies require real traffic data to be effectiveStatic scales present different disadvantages:

Low capacity (vehicles/hour)Fixed locationsHigh installation/maintaining costsBurden on compliant drivers

01_ Background



WIM: “Weigh In Motion”

Weigh-in-motion (WIM) is defined as the process of estimating a moving vehicle’s gross weight by measurement and analysis of dynamic vehicle tire forces (ASTM).

It allows vehicles to be weighed as they are moving across the scale at speeds from 0-130 km/h

02_ Description



WIM: “Weigh In Motion”WIM system is divided in several components:

Weight sensors (installed on the road surface)Cabling to connect the weight sensors to the computerComputer interface to convert scale readings to real weightPC Software to perform reading calculations and store the data

02_ Description



WIM: “Weigh In Motion”Some additional components can be installed in order to increase

the system capabilities:Axle sensor (Allowing vehicle type recognition)Vehicle height sensor (Allowing size enforcement)Vehicle speed sensor (Allowing speed enforcement)AVI (Automatic Vehicle Identification) (Allowing single vehicle

recognition)

02_ Description

Mettler: www.mtwim.com



WIM Classification (ASTM Types): American Society for Testing and Materials (ASTM E 1318-02)

System classification

Speed range

Accuracy

Application

Installation requirements

Calibration procedures

02_ Description



WIM Classification (ASTM Types):

Tolerance for 95 % Probability of conformity

02_ Description

Type I Type II Type IIISpeed Range 16-128 km/h 24-128 km/h 16-128 km/hAccuracy (%) (%) (%) Weight (Kg) (± kg) [%]

Wheel Load ± 25% n.a ± 20% 2270 140 [6%]Axle Load ± 20% ± 30% ± 15% 5450 225 [4%]Axle Group Load ± 15% ± 25% ± 10% 11300 550 [5%]G.V.W ± 10% ± 15% ± 6% 27200 1130 [4%]

Application Traffic Data collection

Traffic Data collection

Weight Enforcement

Type IV3 - 16 km/h

Weight Enforcement



WIM Classification (ASTM Types):

Types III & IV are the ones with a direct application on enforcement methods but the data collection capabilities offered by types I & II should also be considered

02_ Description

Type I

Type II

Type III Screening

Type IV Low Speed WIM Enf. Scale

High Speed WIM

Data Collection

Enforcement



WIM Classification (Sensor technology):

Piezoelectric sensorMeasurement based on piezoelectric effect

(stress) (Piezoceramic, Piezopolymer, Piezoquartz )

- Bending plateMeasurement based on strain gauges

(deformation)

Load cellDirect weight measurement

02_ Description



WIM Classification (Sensor technology): Piezoelectric Bending plate Load cell

02_ Description

Installation time:0,5 – 1 day

Installation time:2 days

Installation time:3+ days



WIM Classification (Sensor technology): 02_ Description

WIM Classification (Sensor technology):

Percent Error (at Highway Speed)

Estimated Initial cost per lane

Estimated Average cost per lane per Year

Piezoelectric Sensor ± 10% 18.000 € 5.800 €Bending-Plate Sensor ± 5% 30.000 € 6.300 €Piezoquartz sensor ± 5% 35.000 € 8.000 €Single Load Cell ± 3% 60.000 € 7.000 €

12

Source: NCHRP Report Nº 509

1.- Pavement rehabilitation not included

2.- Considering maintenance and annual calibration. Some of these systems are unlikely to reach a 12-year life. Piezoelectric / Piezoquartz sensors should probably be replaced after 4-6 years



03_ Application on enforcement strategies3.1_ Data collection 3.2_ High speed WIM as an screening tool for scales3.3_ Low speed WIM replacing static weigh stations3.4_ Permanent control on targeted places3.5_ Portable low speed WIM to improve roadside inspection3.6_ Other WIM applications3.7_ WIM Disadvantages



03_ Application on enforcement strategies3.1_Data collection

Have a general overview of the fleet on real traffic conditionsPlanning purposes as road capacity or pavement designIdentify vehicle groups with special load characteristicsCheck the influence of the new load enforcement measures

Data collection

Enforcement measures



03_ Application on enforcement strategies3.2_ High speed WIM as an screening tool for scales

As a screening tool for a weight enforcement facility in conjunction with a static or slow speed dynamic scale.

Benefits:Higher number of controlled vehicles

Increase the effectiveness of the main scale

Reduce burden on compliant drivers

Allows real circulation context inspection



03_ Application on enforcement strategies3.3_ Low speed WIM replacing static weigh stations

Low speed WIM (ASTM Type IV) can be accurate enough to replace the enforcement scale

Benefits:Increase the capacity of the scale

Reduce burden on compliant drivers (reducing queues)



03_ Application on enforcement strategies3.4_ Permanent control on targeted places

WIM allows a semi-automatic control of all vehicles on places were overloaded conditions can be foreseen

Benefits:Allows control of faster control of all vehicles

Reduce burden on compliant drivers (reducing queues)

Allows real circulation context inspectionMettler: www.mtwim.com



03_ Application on enforcement strategies3.5_ Portable low speed WIM to improve roadside inspection

Portable WIM systems can be used to generate improved roadside inspection.

Benefits:Not necessary to go to a static scale if the vehicle seems to be overweighed

Allows real circulation context inspection

Exhaustive and unexpected enforcement on specific zones

Effective measure to generalize the compliance



03_ Application on enforcement strategies

Bridge overweight applications3.6_ Other WIM Applications

Pavement control

Industrial applications

Transcale: www.transcale.com



03_ Application on enforcement strategies3.7_ WIM Disadvantages

Installation place requirements (ASTM E-1318-02)

Road geometry (straight and flat)

Road surface (smooth and resistant)

Installation costs

Maintenance & calibration costs

Fixed locations in most of the systems



04_ System ResultsThe WIM use has been reported by VOSA on several Efectiveness reports(2002/03, 2003/04), and on the annual report 2004/05. After several years of using the system they have the intention to extend its use as a way of roadworthiness enforcement.

After its implementation in Montana (project STARS) a significant drop (22%) of the overweight trucks circulating on the network of highways was noticed. Apart from the safety increase, this implied saving around $700,000 in pavement damage reparations.

The ITS (Intelligent Transportation System) performed a simulation to study truck congestion and to evaluate the use of weigh-in-motion (WIM) scales. The WIM was considered to be very effective at reducing the number of trucks required to be weighed at the static scale resulting in a significant reduction in average queue length, time spent in the queue, and queue overflow.



04_ System ResultsThe 'Green Light' project done in Oregon, (also from ITS), which include a WIM system, was evaluated on the following way:

Benefits include: reductions in road damage, reduced tax administration costs, improvements in truck safety inspections, less tax evasion, improved size and weight enforcement and improvements in productivity forcommercial carriers.

Estimated benefit/cost ratios over twenty years is 3.6 with an estimated internal rate of return of 40.5%.



05_ Conclusions

Overloaded vehicles represent a safety problem which is hardly affordable without real traffic data

WIM systems allow an inspection of the traffic of freight vehicles in a real context, where no avoidance of the system is possible (WIM integrated in the road)

WIM can be used as an enforcement tool on different ways:

High speed systems as screening tool for static (or low speed dynamic) scaleweigh stations

Low speed WIM systems replacing static weigh stations (increasing the number of controlled vehicles)

Low speed portable WIM systems allowing improvements on roadside inspection



05_ Conclusions

Near future WIM systems will be able to work following the scheme of speed radars (Virtual weigh station)

Additional benefits (as pavement protection) should be considered on the cost-benefit analysis

As a result, the flow of overweight trucks can be reduced significantly, ensuring an increase in the road safety



Thank you very much for your attention

Víctor Salvachúa Barceló

[email protected]



Sustainability

Road Transport


Agenda1- Opening




5- Closure





THANK THANK YOUYOU!!


Sustainability

Road Transport



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