2024 Stuttgart International Symposium 

on Automotive and Engine Technology

2. - 3. Juli 2024

Hydrogen

Session Chair: "Helmut Eichlseder"

08:30 - 09:00

Design and Engineering of a High-Performance Vehicle with Hydrogen Engine

09:00 - 09:30

Evaluation of Mixture Formation and Combustion in Hydrogen Engines for Light Duty Applications

09:30 - 10:00

New Horizons of Cylinder Mixture Formation in Direct Injection Hydrogen Combustion Engines.

Electric Powertrains

Session Chair: Bernhard Geringer

08:30 - 09:00

CFD Framework for the Simulation of Fully Coupled Electromagnetic and Heat Transfer Problems

09:00 - 09:30

An Analysis of the Greenhouse Gas Potential of Current Powertrain Technologies

09:30 - 10:00

Investigation of Stator Cooling Concepts of an Electric Machine for Maximization of Continuous Power

Charging Infrastructure

Session Chair: Ursel Willrett

08:30 - 09:00

Fuzzy Rule-Based Coordinated EV Charging Management

09:00 - 09:30

Standardized Differential Inductive Positioning System for Wireless Charging of Electric Vehicles

09:30 - 10:00

Charging Infrastructure for Employer Parking – Real Data Analysis and Charging Algorithms for Future Customer Demands

Connected Vehicle

Session Chair: Sebastiaan van Putten

08:30 - 09:00

Accelerated Time-to-Market for Powertrain Development & Fast System Verification incl. OTA-Updates

09:00 - 09:30

An Online Simulation Approach for Anomaly Detection in Connected Vehicle Cloud Environments

09:30 - 10:00

Cyber Security Approval Criteria: Application of UN R155

Mobility Concepts

Session Chair: Lennart Löfdahl

08:30 - 09:00

Commercial Vehicle Concepts - Opportunities for New Developments - Depending on Drive Technologies

09:00 - 09:30

Graph Based Cooperation Strategies for Automated Vehicles in Mixed Traffic

09:30 - 10:00

Modelling and Optimization for Black Box Controls of Internal Combustion Engines Using Neural Networks

Workshop

08:30 - 10:00

Efficient development and validation of future advanced driver assistance systems: An integrated tool chain that combines the benefits of MBSE, PLE and system simulation.

10:00 - 10:30 Break + Networking

KEYNOTE

10:30 - 11:00

TBD

PANEL DISCUSSION

11:00 - 12:00

Vehicle: Friend or Enemy? Customer Demands vs. Political Requirements

12:00 - 13:00

Lunch Break

KEYNOTE

13:00 - 13:30

Priorities - What Is Really Important

Software Defined Vehicle

Session Chair: Alexander Ahlert

13:40 - 14:10

Integrated Approach for High-Quality Software Development of Upgradeable Vehicles

14:10 - 14:40

The Anatomy of Software Defined Vehicles

14:40 - 15:10

Evaluating the Sustainability of AI-Assisted Software Development in Cloud Frameworks

Autonomous Driving

Session Chair: Steven Peters

13:40 - 14:10

Synthetic Object Placement with Statistical Representations Regarding Real Datasets

14:10 - 14:40

Point Cloud Up-Sampling and DomainAdaptation for LIDAR Applications

14:40 - 15:10

Approach for an Assistance System for E-Bikes to Implement Rider-Adaptive Support

Data Science & AI

Session Chair: TBD

13:40 - 14:10

Modular and Scalable Acquisition of Measurement Data

14:40 - 15:10

Accelerate AV Development with Data-driven Automotive AI

Zero-Impact Emissions

Session Chair: Michael Bargende

13:40 - 14:10

Numerical Investigation of the Effect of Piston Geometry on the Performance of a Ducted Fuel Injection Engine

Ducted Fuel Injection (DFI) engines have emerged as a promising technology in the pursuit of a clean and efficient combustion process. This article aims at elucidating the effect of piston geometry on the engine performance and emissions of a metal DFI engine. Three different types of pistons were investigated and the main piston design features including the piston bowl diameter, piston bowl slope angle, duct angle and the injection nozzle position were examined. To achieve the target, computational fluid dynamics (CFD) simulations were conducted coupled to a reduced chemical kinetics mechanism. Extensive validations were performed against the measured data from a conventional diesel engine. To calibrate the soot model, genetic algorithm and machine learning methods were utilized. The simulation results highlight the pivotal role played by piston bowl diameter and fuel injection angle in controlling soot emissions of a DFI engine. An increase in piston bowl diameter increases the room for spray penetration, promoting fuel-air mixing and subsequently reducing soot formation. Furthermore, variations in the fuel injection angle significantly influence the distribution of fuel within the combustion chamber, impacting ignition, combustion efficiency and soot emissions. The study highlights how DFI engines benefit largely from altered piston shapes compared to conventional diesel engines. Optimized piston geometries have been identified that not only minimize soot emissions but also enhance overall engine performance. These findings are crucial in the context of meeting stringent emissions regulations while maintaining or improving fuel economy, a critical objective for engine manufacturers. The proposed optimized piston geometries represent a promising avenue for enhancing the environmental and economic sustainability of DFI engines, paving the way for cleaner and more fuel-efficient engines in the future.

14:10 - 14:40

Challenges of Measuring Low Levels of CO2 and NOx on H2-ICE

Society is moving towards climate neutrality where hydrogen fuelled combustion engines (H2 ICE) could be considered a main technology. These engines run on hydrogen (H2) so carbon-based emission are only present at a very low level from the lube oil. The most important pollutants NO and NO2 are caused by the exhaust aftertreatment system as well as CO2 coming from the ambient air. For standard measurement technologies these low levels of CO2 are hard to detect due to the high water content. Normal levels of CO2 are between 400-500 ppm which is very close or even below the detection limit of commonly used non-dispersive-infrared-detectors (NDIR). As well the high water content is very challenging for NOx measuring devices, like chemiluminescence detectors (CLD), where it results in higher noise and therefore a worse detection limit. Even for Fourier-transformed-infrared-spectroscopy-analysers (FT-IR) it is challenging to deal with water content over 15% without increased noise. The goal of this study was to show that measuring low levels of CO2 and NOx can be performed by FT-IR. Therefore, new calibrations are created for NO, NO2 and CO2. These were first tested by calibration gases in wet and dry conditions. Afterwards a 2l four-cylinder passenger car engine that is run on hydrogen was used to generate real engine data. The engine is equipped with a state-of-the-art SCR catalyst system. Therefore ammonia (NH3) and nitrous dioxide (N2O) where measured as well. The FT-IR analyser was compared to theoretical data as well as to a standard CLD and NDIR. Several steady-state points were performed as well as different driving cycles. The results show a large improvement in reducing the noise caused by high water and therefore a more accurate measurement at low concentrations. Measured concentrations as well as masses show a good alignment with expected values. Ongoing tests are performed to see if the calibrations can be further approved.

14:40 - 15:10

Low NOx Emissions Performance after 800,000 Miles Aging Using CDA and an Electric Heater

Engine and aftertreatment solutions have been identified to meet the upcoming ultra-low NOX regulations on heavy duty vehicles in the United States and Europe. These standards will require changes to current conventional aftertreatment systems for dealing with low exhaust temperature scenarios while increasing the useful life of the engine and aftertreatment system. Previous studies have shown feasibility of meeting the US EPA and California Air Resource Board (CARB) requirements. This work includes a 15L diesel engine equipped with cylinder deactivation (CDA) and an aftertreatment system that was fully DAAAC aged to 800,000 miles. The aftertreatment system includes an e-heater (electric heater), light-off Selective Catalytic Reduction (LO-SCR) followed by a primary aftertreatment system containing a DPF and SCR. To explore the low power potential in combination with CDA and to minimize the fuel and CO2 penalty, the e-heater was set to both a 2.5 and a 5 kW limit, even though it was capable of providing 10 kW. Test cycles included the heavy duty FPT (hot and code), low load cycle, beverage cycle and a stay hot cycle. The study shows how the addition of CDA and an e-heater allow for ultra-low tailpipe NOx emissions even after 800,000 miles of aging.

Charging Infrastructure

Session Chair: TBD

13:40 - 14:10

Designing a Prototype of a Mobile Charging Robot for Charging of Electric Vehicles

As the market for electric vehicles grows, so does the demand for appropriate charging infrastructure. The availability of sufficient charging points is essential to increase public acceptance of electric vehicles and to avoid the so-called “charging anxiety”. However, the charging stations currently installed may not be able to meet the full charging demand, especially in areas where there is a general lack of grid infrastructure, or where the fluctuating nature of charging demand requires flexible, high-power charging solutions that do not require expensive grid extensions. In such cases, the use of mobile charging stations provides a good opportunity to complement the existing charging network. This paper presents a prototype of a mobile charging solution that is being developed as part of an ongoing research project, and discusses different use cases. The solution presented consists of a semi-autonomous robotic platform equipped with a high voltage battery and multiple charging interfaces. The robot can be charged via a CCS charging interface on a DC fast charging point. Once charged, the robot can be guided to an electric vehicle and charge it with power equivalent to a DC fast charger. In addition to the DC charging capability, the robot is equipped with a bidirectional inductive charging interface. This allows it to connect to a specially developed micro-mobility charging station, where it can either receive energy or provide its own energy to the station, which can then be used to charge micro-mobility vehicles connected to the station, such as electric bicycles. Based on the experience with the first prototype of the mobile charging robot, this paper highlights the applicability of the mobile charging robot for different use cases.

14:10 - 14:40

Electromagnetic Compatibility Assessment of Electric Vehicles During DC-Charging with European Combined Charging System

The ongoing energy transition will have a profound impact on future mobility, with electrification playing a key role. Battery electric vehicles (EVs) are the dominant technology, relying on the conversion of alternating current (AC) from the grid to direct current (DC) to charge the traction battery. This process involves power electronic components such as rectifiers and DC/DC converters operating at high switching frequencies in the kHz range. Fast switching is essential to minimize losses and improve efficiency, but it might also generate electromagnetic interferences (EMI). Hence, electromagnetic compatibility (EMC) testing is essential to ensure reliable system operations and to meet international standards. During DC charging, the AC/DC conversion takes place off-board in the charging station, allowing for better cooling and larger components, resulting in increased power transfer, currently up to 350 kW. The EMC requirements for this charging method are outlined in IEC 61851-21-2. This paper presents possible test setups according to this standard. Furthermore, it emphasizes the need for measurements not only in controlled laboratories, but also at real charging stations within their specific environments. Therefore, a mobile setup that can be connected to any public DC charging station using a European standard plug CCS-2 (Combined Charging System 2) is introduced and validated. In addition, the emerging concept of Vehicle to Grid (V2G) is gaining prominence. The objective is to leverage electric vehicles as mobile energy storage for grid optimization and stabilization. The proposed test setup also allows to take these operating states into account concerning conducted interference emissions. As the transition to electric mobility progresses, these investigations contribute to ensuring the seamless integration of EVs into the evolving energy landscape.

14:40 - 15:10

Automated Park and Charge: Concept and Energy Demand Calculation

In this paper we are presenting the concept of automated park and charge functions in different use scenarios. The main scenario is automated park and charge in production and the other use scenario is within automated valet parking in parking garages. The automated park and charge in production is developed within the scope of the publicly funded project E-Self. The central aim of the project is the development and integration of automated driving at the end-of-line in the production at Ford Motor Company`s manufacturing plant in Cologne. The driving function thereby is mostly based upon automated valet driving with an infrastructure based perception and action planning. Especially for electric vehicles the state of charge of the battery is critical, since energy is needed for all testing and driving operations at end-of-line. In addition long shipping times require in combination with a specific state-of-charge requirement at customer delivery a recharging within the production facility. This recharge process is also an automated process with a robot and requires direct connection to the driving function. Main scope of this paper is the introduction of an energy demand calculation and estimation for the necessary charging operations. Furthermore we are applying the developed tool in order to discuss the impact of different vehicles, seasons and potentials in the production line.

15:10 - 15:30 Break + Networking

Software Defined Vehicle

Session Chair: Eric Sax

15:30 - 16:00

Enabling Secured Global Time Synchronization (SGTS) in Software-Defined Vehicles

16:00 - 16:30

Towards Future Vehicle Diagnostics in Software-Defined Vehicles

16:30 - 17:00

Cyberphysical Attribute Testing in Vehicle Dynamics, ADAS, and Automated Driving

Autonomous Driving

Session Chair: Ralph Mayer

15:30 - 16:00

FMCW Lidar Simulation with Ray Tracing and Standardized Interfaces

16:00 - 16:30

Environment-Adaptive Localization based on GNSS, Odometry and LiDAR Systems

16:30 - 17:00

A Novel Approach for the Safety Validation of Emergency Intervention Functions using Extreme Value Estimation

Fuel Cell

Session Chair: Christian Trapp

15:30 - 16:00

Ion Exchanger for Fuel Cell Coolant Loop: Optimisation of Product Service Life

16:00 - 16:30

Segmented Low Temperature PEM Fuel Cell Stack Model For A Local Cell Analysis During Driving Cycles

16:30 - 17:00

Measurements in the Recirculation Path of a Fuel Cell System and Extension to Gas Analysis of the Anode Gas Mixture

Vehicle Technology

Session Chair: Xiangfan Fang

15:30 - 16:00

Brake Emission Engineering Approaches to Fulfil EU7

16:00 - 16:30

Analysis of Human Driving Behavior with Focus on Vehicle Lateral Control

16:30 - 17:00

Radar-Based Approach for Side-Slip Gradient Estimation

Electric Powertrains

Session Chair: Peter Eilts

15:30 - 16:00

Optimal and Prototype Dimensioning of Electrified Drives for Automated Driving

16:00 - 16:30

Current and Torque Harmonics Analysis of Triple Three-Phase Permanent-Magnet Synchronous Machines with Arbitrary Phase Shift Based on Model-in-the-Loop

16:30 - 17:00

Computational Method to Determine the Cooling Airflow Utilization Ratio of Passenger Cars Considering Component Deformation

Programm des Stuttgart International Symposium